TM 1-1520-240-10

TECHNICAL MANUAL
OPERATOR’S MANUAL
FOR
ARMY CH-47D
HELICOPTER
(EIC: RCD)

*This manual supersedes TM 55-1520-240-10, 30 April 1992,

including all changes.

DISTRIBUTION STATEMENT A: Approved for public

release; distribution is unlimited.

HEADQUARTERS, DEPARTMENT OF
THE ARMY
31 January 2003

WARNING
Personnel performing operations, procedures, and
practices which are included or implied in this tech-
nical manual shall observe the following warnings.
Disregard of these warnings and precautionary in-
formation can cause serious injury or death.
WARNING
STARTING ENGINES
Coordinate all cockpit actions with ground observer.
Insure that wheels are chocked (if applicable), rotor
and blast areas are clear, and fire guard is posted.
WARNING
GROUND OPERATION
Engines will be started and operated only by autho-
rized personnel.
WARNING
ROTOR BLADES
Beware of moving rotor blades, particularly the
blades of the forward rotor system.
WARNING
HIGH VOLTAGE
All ground handling personnel must be informed of
high voltage hazards when making external cargo
hook–ups.
TM 1-1520-240-10
WARNING
FIRE EXTINGUISHER
Exposure to high concentrations of fire extinguish-
ing agents or decomposition products should be
avoided. The liquid should not contact the skin. It
may cause frostbite or low temperature burns.
WARNING
ARMAMENT
Loaded weapons or weapons being loaded or un-
loaded, shall be pointed in a direction which offers
the least exposure to personnel or property in the
event of accidental firing. Personnel shall remain
clear of the hazardous area of all loaded weapons.
WARNING
VERTIGO
Turn the anti–collision lights off during flight
through clouds. This will eliminate light reflections
from the clouds, which could cause vertigo.
WARNING
CARBON MONOXIDE
When smoke, suspected carbon monoxide fumes, or
symptoms of anoxia exist, the crew should immedi-
ately ventilate the aircraft.
WARNING
HANDLING FUEL AND OIL
Turbine fuels and lubricating oils contain additives
that are poisonous and readily absorbed through the
skin. Do not allow them to remain on skin longer than
necessary.
Change 1 a
TM 1-1520-240-10
WARNING
ELECTROMAGNETIC INTERFERENCE (EMI)
No electrical/electronic devices of any sort, other
than those described in this manual or appropriate
airworthiness release and approved by USAATCOM,
are to be operated by crewmembers or passengers
during operation of this helicopter.
WARNING
RADIOACTIVE MATERIALS
Instrument dials on CH–47 series aircraft contain
radioactive materials. If an instrument is broken or
becomes unsealed, avoid personal contact with the
item. Use forceps or gloves made of rubber or poly-
ethylene to pick up contaminated material. Place the
material and the gloves in a plastic bag, seal the bag,
and dispose of it as radioactive waste in accordance
with AR 385-11 and TM 3-261. (Refer to TB 43-0108).
WARNING
NOISE LEVELS
Sound pressure levels in this aircraft during some
operating conditions exceed the Surgeon General’s
hearing conservation criteria, as defined in TB MED
251. Hearing protection devices, such as the aviator
helmet or ear plugs are required to be worn by all
personnel in and around the aircraft during its opera-
tion.
b Change 1
WARNING
HAZARDOUS CARGO
Items of cargo possessing dangerous physical
properties such as explosives, acids, flammables,
etc. must be handled with extreme caution and in
accordance with established regulations. Ref:
38–250.
WARNING
HF RADIO LIAISON FACILITY AN/ARC-220
The HF Radio Liaison Facility AN/ARC-220 in the ALE
mode sounds (transmits short tone bursts) and re-
plies to ALE calls automatically without operator ac-
tion. Anytime local flight directives forbid HF emis-
sions, such as ordinance loading or refeuling, or
when personnel are working near the aircraft, ensure
the radio set control function switch is set to SILENT,
STBY, or OFF.
WARNING
IN ALE MODE
The AN/ARC-220 sounds (transmit short bursts) and
replies to ALE calls automatically without operator
action. Anytime local flight directives forbid HF
emissions, such as during ordance loading or refuel-
ing, or when personnel are working near the aircraft,
ensure the radio set control function switch is set to
silent, STBY, or OFF.
 URGENT
TM 1-1520-240-10
C3
CHANGE HEADQUARTERS
DEPARTMENT OF THE ARMY
NO. 3 WASHINGTON, D.C., 10 May 2004

OPERATOR’S MANUAL
FOR
ARMY MODEL
CH-47D HELICOPTERS
(EIC: RCD)

DISTRIBUTION STATEMENT A: Approved for public release; distribution is unlimited

TM 1-1520-240-10, dated 31 January 2003, is changed as follows:

1. Remove and insert pages as indicated below. New or changed text material is indicated by a vertical bar in the
margin. An illustration change is indicated by a miniature pointing hand.

Remove pages Insert pages

A and B A and B
2-14-1 and 2-14-2 2-14-1 and 2-14-2
5-5-1 and 5-5-2 5-5-1 and 5-5-2

2. Retain this sheet in front of manual for reference purposes.

By Order of the Secretary of the Army:

PETER J. SCHOOMAKER
Official: General, United States Army
Chief of Staff

JOEL B. HUDSON
Administrative Assistant to the
Secretary of the Army
0412603

DISTRIBUTION:
To be distributed in accordance with Initial Distribution (IDN) 310194, requirements for TM 1-1520-240-10.
 URGENT
TM 1-1520-240-10
C2
CHANGE HEADQUARTERS
DEPARTMENT OF THE ARMY
NO. 2 WASHINGTON, D.C., 25 July 2003

OPERATOR’S MANUAL
FOR
ARMY MODEL
CH-47D HELICOPTERS
(EIC: RCD)

DISTRIBUTION STATEMENT A: Approved for public release; distribution is unlimited

TM 1-1520-240-10, dated 31 January 2003, is changed as follows:

1. Remove and insert pages as indicated below. New or changed text material is indicated by a vertical bar in the
margin. An illustration change is indicated by a miniature pointing hand.

Remove pages Insert pages

A and B A and B
2-15-17 and 2-15-18 2-15-17 and 2-15-18

2. Retain this sheet in front of manual for reference purposes.

By Order of the Secretary of the Army:

JOHN M. KEANE
Official: General, United States Army
Acting Chief of Staff

JOEL B. HUDSON
Administrative Assistant to the
Secretary of the Army
0320306

DISTRIBUTION:
To be distributed in accordance with Initial Distribution (IDN) 310194, requirements for TM 1-1520-240-10.
 URGENT
TM 1-1520-240-10
C1

CHANGE HEADQUARTERS
DEPARTMENT OF THE ARMY
NO. 1 WASHINGTON, D.C., 16 April 2003

OPERATOR’S MANUAL
FOR
ARMY MODEL
CH-47D HELICOPTERS
(EIC: RCD)

DISTRIBUTION STATEMENT A: Approved for public release; distribution is unlimited.

TM 1-1520-240-10, 31 January 2003 is changed as follows:

1. Remove and insert pages as indicated below. New or changed text material is indicated by a
vertical bar in the margin. An illustration change is indicated by a miniature pointing hand.

Remove pages Insert pages

a and b a and b
A and B A and B
5-7-1 and 5-7-2 5-7-1 and 5-7-2

2. Retain this sheet in front of the manual for reference purposes.

By Order of the Secretary of the Army:

ERIC K. SHINSEKI
Official: General, United States Army
Chief of Staff

JOEL B. HUDSON
Administrative Assistant to the
Secretary of the Army
0309303

DISTRIBUTION:
To be distributed in accordance with Initial Distribution Number (IDN) 310194, requirements for
TM 1-1520-240-10.
 TM 1-1520-240-10

LIST OF EFFECTIVE PAGES

Insert latest changed pages. Dispose of superseded pages in accordance with regulations.

NOTE: On a changed page, the portion of the text affected by the latest change is indicated by a vertical line, or
other change symbol, in the outer margin of the page. Changes to illustrations are indicated by miniature pointing
hands.

Dates of issue for original and changed pages are:

Original 31 January 2003 Change 2 25 July 2003
Change 1 16 April 2003 Change 3 10 May 2004
Total number of pages in this publication is , consisting of the following:

Page *Change Page *Change

No. No. No. No.
Cover . . . . . . . . . . . . . . . . . . . . 0 4-3-1 through 4-3-25 . . . . . . . 0
a and b . . . . . . . . . . . . . . . . . . . 1 4-3-26 blank . . . . . . . . . . . . . . 0
A and B . . . . . . . . . . . . . . . . . . 3 4-4-1 through 4-4-7 . . . . . . . . 0
i through iii . . . . . . . . . . . . . . . . 0 4-4-8 blank . . . . . . . . . . . . . . . 0
iv blank . . . . . . . . . . . . . . . . . . . 0 5-1-1 . . . . . . . . . . . . . . . . . . . . . 0
1-1-1 and 1-1-2 . . . . . . . . . . . . 0 5-1-2 blank . . . . . . . . . . . . . . . 0
2-1-1 through 2-1-18 . . . . . . . 0 5-2-1 through 5-2-6 . . . . . . . . 0
2-2-1 through 2-2-4 . . . . . . . . 0 5-3-1 . . . . . . . . . . . . . . . . . . . . . 0
2-3-1 through 2-3-19 . . . . . . . 0 5-3-2 blank . . . . . . . . . . . . . . . 0
2-3-20 blank . . . . . . . . . . . . . . 0 5-4-1 . . . . . . . . . . . . . . . . . . . . . 0
2-4-1 through 2-4-6 . . . . . . . . 0 5-4-2 blank . . . . . . . . . . . . . . . 0
2-5-1 through 2-5-6 . . . . . . . . 0 5-5-1 . . . . . . . . . . . . . . . . . . . . . 3
2-6-1 through 2-6-3 . . . . . . . . 0 5-5-2 and 5-5-3 . . . . . . . . . . . . 0
2-6-4 blank . . . . . . . . . . . . . . . 0 5-5-4 blank . . . . . . . . . . . . . . . 0
2-7-1 through 2-7-4 . . . . . . . . 0 5-6-1 . . . . . . . . . . . . . . . . . . . . . 0
2-8-1 . . . . . . . . . . . . . . . . . . . . . 0 5-6-2 blank . . . . . . . . . . . . . . . 0
2-8-2 blank . . . . . . . . . . . . . . . 0 5-7-1 and 5-7-2 . . . . . . . . . . . . 1
2-9-1 through 2-9-4 . . . . . . . . 0 5-7-3 and 5-7-4 . . . . . . . . . . . . 0
2-10-1 and 2-10-2 . . . . . . . . . 0 5-8-1 and 5-8-2 . . . . . . . . . . . . 0
2-11-1 through 2-11-3 . . . . . . 0 5-9-1 . . . . . . . . . . . . . . . . . . . . . 0
2-11-4 blank . . . . . . . . . . . . . . 0 5-9-2 blank . . . . . . . . . . . . . . . 0
2-12-1 and 2-12-2 . . . . . . . . . 0 6-1-1 and 6-1-2 . . . . . . . . . . . . 0
2-13-1 through 2-13-9 . . . . . . 0 6-2-1 . . . . . . . . . . . . . . . . . . . . . 0
2-13-10 blank . . . . . . . . . . . . . 0 6-2-2 blank . . . . . . . . . . . . . . . 0
2-14-1 and 2-14-2 . . . . . . . . . 3 6-3-1 and 6-3-2 . . . . . . . . . . . . 0
2-14-3 through 2-14-12 . . . . . 0 6-4-1 through 6-4-11 . . . . . . . 0
2-15-1 through 2-15-16 . . . . . 0 6-4-12 blank . . . . . . . . . . . . . . 0
2-15-17 and 2-15-18 . . . . . . . 2 6-5-1 through 6-5-3 . . . . . . . . 0
2-15-19 through 2-15-21 . . . . 0 6-5-4 blank . . . . . . . . . . . . . . . 0
2-15-22 blank . . . . . . . . . . . . . 0 6-6-1 through 6-6-32 . . . . . . . 0
3-1-1 and 3-1-2 . . . . . . . . . . . . 0 6-7-1 and 6-7-2 . . . . . . . . . . . . 0
3-2-1 through 3-2-28 . . . . . . . 0 7-1-1 through 7-1-3 . . . . . . . . 0
3-3-1 through 3-3-35 . . . . . . . 0 7-1-4 blank . . . . . . . . . . . . . . . 0
3-3-36 blank . . . . . . . . . . . . . . 0 7-2-1 and 7-2-2 . . . . . . . . . . . . 0
3-4-1 through 3-4-4 . . . . . . . . 0 7-3-1 through 7-3-3 . . . . . . . . 0
4-1-1 through 4-1-26 . . . . . . . 0 7-3-4 blank . . . . . . . . . . . . . . . 0
4-2-1 through 4-2-11 . . . . . . . 0 7-4-1 and 7-4-2 . . . . . . . . . . . . 0
4-2-12 blank . . . . . . . . . . . . . . 0 7-5-1 through 7-5-3 . . . . . . . . 0
*Zero in this column indicates an original page.
Change 3 A
 TM 1-1520-240-10

LIST OF EFFECTIVE PAGES (CONTINUED)

Page *Change Page *Change

No. No. No. No.
7-5-4 blank . . . . . . . . . . . . . . . 0 8-4-6 blank . . . . . . . . . . . . . . . 0
7-6-1 and 7-6-2 . . . . . . . . . . . . 0 9-1-1 through 9-1-29 . . . . . . . 0
7-7-1 through 7-7-90 . . . . . . . 0 9-1-30 blank . . . . . . . . . . . . . . 0
7-8-1 and 7-8-2 . . . . . . . . . . . . 0 9-2-1 and 9-2-2 . . . . . . . . . . . . 0
7-9-1 through 7-9-4 . . . . . . . . 0 A-1 . . . . . . . . . . . . . . . . . . . . . . 0
7-10-1 and 7-10-3 . . . . . . . . . 0 A-2 blank . . . . . . . . . . . . . . . . . 0
7-10-4 blank . . . . . . . . . . . . . . 0 B-1 through B-5 . . . . . . . . . . . 0
7-11-1 and 7-11-2 . . . . . . . . . . 0 C-1 and C-3 . . . . . . . . . . . . . . 0
7A-1-1 through 7A-1-3 . . . . . 0 C-4 blank . . . . . . . . . . . . . . . . . 0
7A-1-4 blank . . . . . . . . . . . . . . 0 Index-1 through Index 19 . . . 0
7A-2-1 and 7A-2-2 . . . . . . . . . 0 Index 20 blank . . . . . . . . . . . . 0
7A-3-1 through 7A-3-3 . . . . . 0 FP-1 . . . . . . . . . . . . . . . . . . . . . 0
7A-3-4 blank . . . . . . . . . . . . . . 0 FP-2 blank . . . . . . . . . . . . . . . . 0
7A-4-1 and 7A-4-2 . . . . . . . . . 0 FP-3 . . . . . . . . . . . . . . . . . . . . . 0
7A-5-1 through 7A-5-3 . . . . . 0 FP-4 blank . . . . . . . . . . . . . . . . 0
7A-5-4 blank . . . . . . . . . . . . . 0 FP-5 . . . . . . . . . . . . . . . . . . . . . 0
7A-6-1 and 7A-6-2 . . . . . . . . . 0 FP-6 blank . . . . . . . . . . . . . . . . 0
7A-7-1 through 7A-7-90 . . . . 0 FP-7 . . . . . . . . . . . . . . . . . . . . . 0
7A-8-1 and 7A-8-2 . . . . . . . . . 0 FP-8 blank . . . . . . . . . . . . . . . . 0
7A-9-1 through 7A-9-4 . . . . . 0 FP-9 . . . . . . . . . . . . . . . . . . . . . 0
7A-10-1 through 7A-10-3 . . . 0 FP-10 blank . . . . . . . . . . . . . . . 0
7A-10-4 blank . . . . . . . . . . . . . 0 FP-11 . . . . . . . . . . . . . . . . . . . . 0
7A-11-1 and 7A-11-2 . . . . . . . 0 FP-12 blank . . . . . . . . . . . . . . . 0
8-1-1 and 8-1-2 . . . . . . . . . . . . 0 FP-13 . . . . . . . . . . . . . . . . . . . . 0
8-2-1 through 8-2-17 . . . . . . . 0 FP-14 blank . . . . . . . . . . . . . . . 0
8-2-18 blank . . . . . . . . . . . . . . 0 FP-15 . . . . . . . . . . . . . . . . . . . . 0
8-3-1 and 8-3-2 . . . . . . . . . . . . 0 FP-16 blank . . . . . . . . . . . . . . . 0
8-4-1 through 8-4-5 . . . . . . . . 0

*Zero in this column indicates an original page.

B Change 3
 TM 1-1520-240-10

TECHNICAL MANUAL HEADQUARTERS

DEPARTMENT OF THE ARMY
WASHINGTON, D.C., 31 JANUARY 2003

OPERATOR’S MANUAL
FOR

ARMY MODEL CH-47D HELICOPTER

REPORTING ERRORS AND RECOMMENDING IMPROVEMENTS

You can help improve this manual. If you find any mistakes or if you know of a way to improve the
procedures, please let us know. Mail your letter or DA Form 2028 (Recommended Changes to
Publications and Blank Forms) located in the back of this manual directly to: Commander, US Army
Aviation and Missile Command, ATTN: AMSAM-MMC-MA-NP, Redstone Arsenal, AL 35898-5230. You
may also submit your recommended changes by E-Mail directly to 2028@redstone.army.mil or by fax
(256) 842-6546/DSN 788-6546. A reply will be furnished directly to you. Instruction for sending an
electronic 2028 may be found at the back of this manual immediately preceding the hard copy 2028.

DISTRIBUTION STATEMENT A: Approved for public release; distribution is unlimited.

Chapter/Section Page
CHAPTER 1 INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1-1
SECTION I. INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1-1
CHAPTER 2 AIRCRAFT AND SYSTEMS DESCRIPTION AND OPERATION . . . . . . . . . . . . . . . . . . . . . 2-1-1
SECTION I. HELICOPTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1-1
SECTION II. EMERGENCY EQUIPMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2-1
SECTION III. ENGINES AND RELATED SYSTEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3-1
SECTION IV. FUEL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-4-1
SECTION V. FLIGHT CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-5-1
SECTION VI. HYDRAULIC SYSTEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-6-1
SECTION VII. POWER TRAIN SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-7-1
SECTION VIII. ROTOR SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-8-1
SECTION IX. UTILITY SYSTEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-9-1
SECTION X. HEATING, VENTILATION, COOLING, AND ENVIRONMENTAL CONTROL SYSTEMS 2-10-1
SECTION XI. ELECTRICAL POWER SUPPLY AND DISTRIBUTION SYSTEMS . . . . . . . . . . . . . . 2-11-1
SECTION XII. AUXILIARY POWER UNIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-12-1
SECTION XIII. LIGHTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-13-1
SECTION XIV. FLIGHT INSTRUMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-14-1
SECTION XV. SERVICING, PARKING, AND MOORING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-15-1
CHAPTER 3 AVIONICS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1-1
SECTION I. GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1-1
SECTION II. COMMUNICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-2-1
SECTION III. NAVIGATION EQUIPMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-3-1
SECTION IV. TRANSPONDERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-4-1

i
 TM 1-1520-240-10

Chapter/Section Page
CHAPTER 4 MISSION EQUIPMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1-1
SECTION I. MISSION AVIONICS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1-1
SECTION II. ARMAMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-2-1
SECTION III. CARGO HANDLING SYSTEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-3-1
SECTION IV. EXTENDED RANGE FUEL SYSTEM (ERFS) AND ERFS II . . . . . . . . . . . . . . . . . . . . 4-4-1
CHAPTER 5 OPERATING LIMITS AND RESTRICTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1-1
SECTION I. GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1-1
SECTION II. SYSTEM LIMITS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-2-1
SECTION III. POWER LIMITS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-3-1
SECTION IV. LOADING LIMITS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-4-1
SECTION V. AIRSPEED LIMITS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-5-1
SECTION VI. MANEUVERING LIMITS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-6-1
SECTION VII. ENVIRONMENTAL RESTRICTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-7-1
SECTION VIII. WATER OPERATION LIMITATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-8-1
SECTION IX. ADDITIONAL LIMITATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-9-1
CHAPTER 6 WEIGHT/BALANCE AND LOADING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-1-1
SECTION I. GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-1-1
SECTION II. WEIGHT AND BALANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-2-1
SECTION III. FUEL/OIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-3-1
SECTION IV. PERSONNEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-4-1
SECTION V. MISSION EQUIPMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-5-1
SECTION VI. CARGO LOADING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-6-1
SECTION VII. LOADING LIMITS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-7-1
CHAPTER 7 PERFORMANCE DATA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-1-1
SECTION I. INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-1-1
SECTION II. EMERGENCY TORQUE AVAILABLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-2-1
SECTION III. MAXIMUM TORQUE AVAILABLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-3-1
SECTION IV. CONTINUOUS TORQUE AVAILABLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-4-1
SECTION V. HOVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-5-1
SECTION VI. TAKEOFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-6-1
SECTION VII. CRUISE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-7-1
SECTION VIII. DRAG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-8-1
SECTION IX. CLIMB DESCENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-9-1
SECTION X. FUEL FLOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-10-1
SECTION XI. AIRSPEED CALIBRATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-11-1
CHAPTER 7A PERFORMANCE DATA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7A-1-1
SECTION I. INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7A-1-1
SECTION II. CONTINGENCY TORQUE AVAILABLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7A-2-1
SECTION III. MAXIMUM TORQUE AVAILABLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7A-3-1
SECTION IV. CONTINUOUS TORQUE AVAILABLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7A-4-1
SECTION V. HOVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7A-5-1
SECTION VI. TAKEOFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7A-6-1
SECTION VII. CRUISE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7A-7-1
SECTION VIII. DRAG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7A-8-1
SECTION IX. CLIMB DESCENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7A-9-1
SECTION X. FUEL FLOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7A-10-1
SECTION XI. AIRSPEED CALIBRATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7A-11-1
CHAPTER 8 NORMAL PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1-1
ii
 TM 1-1520-240-10

Chapter/Section Page
SECTION I. MISSION PLANNING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1-1
SECTION II. OPERATING PROCEDURES AND MANEUVERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-2-1
Section III. FLIGHT CHARACTERISTICS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-3-1
SECTION IV. ADVERSE ENVIRONMENTAL CONDITIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-4-1
CHAPTER 9 EMERGENCY PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-1-1
SECTION I. HELICOPTER SYSTEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-1-1
SECTION II. MISSION EQUIPMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-2-1
APPENDIX A REFERENCES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-1
APPENDIX B GLOSSARY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B-1
APPENDIX C CONDITIONAL INSPECTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C-1
ALPHABETICAL INDEX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Index-1

iii/(iv blank)

CHAPTER 1
INTRODUCTION
SECTION I. INTRODUCTION
1-1-1. General.
These instructions are for use by the operator. They ap-
ply to CH-47D helicopters.
1-1-2. WARNINGS, CAUTIONS, AND NOTES DE-
FINED.
Warnings, cautions, and notes are used to emphasize
important and critical instructions and are used for the
following conditions.
WARNING
An operating procedure, practice, etc.,
which if not correctly followed, could re-
sult in personal injury or loss of life.
CAUTION
An operating procedure, practice, etc.,
which, if not strictly observed, could re-
sult in damage to or destruction of equip-
ment.
NOTE
An operating procedure, condition, etc.,
which it is essential to highlight.
1-1-3. Helicopter Description.
This manual contains the complete operating instruc-
tions and procedures for the CH-47D helicopters. It is
powered by two T55 L-712 or T55-GA-714A engines.
The primary mission of the helicopter is troop and cargo
transport. The observance of limitations, performance,
and weight and balance data provided is mandatory.
Your flying experience is recognized, therefore, basic
flight principles are not included. It is required that THIS
MANUAL BE CARRIED IN THE HELICOPTER AT ALL
TIMES.
1-1-4. Introductory Material.
The following paragraphs describe certain sections of
this manual, referenced forms, manuals, and Army Re-
gulations. Also included is the procedure to follow to
report errors or to recommend changes.
1-1-5. Appendix A, Reference.
Appendix A is a listing of official publications cited within
the manual applicable to and available to flight crews.
TM 1-1520-240-10
1-1-6. Appendix B, Abbreviation.
Appendix B is a list of the abbreviations used in this
manual.
1-1-7. Appendix C, Conditional Inspections.
Appendix C is a listing of conditions which require a DA
Form 2408-13-1 entry.
1-1-8. Index.
The index lists in alphabetical order, every titled para-
graph, figure, and table contained in this manual.
1-1-9. Army Aviation Safety Program.
Reports necessary to comply with the Army Aviation
Safety program are prescribed in AR 385-40.
1-1-10. Destruction of Army Material to Prevent En-
emy Use.
For information concerning destruction of Army material
to prevent enemy use, refer to TM 750-244-1-5.
1-1-11. Forms and Records.
Army aviators flight record and aircraft maintenance re-
cords which are to be used by crewmembers are pre-
scribed in DA PAM 738-751 and TM 55-1500-342-23.
1-1-12. Change Symbol Explanation.
Changes, except as noted below, to the text and tables,
including new material on added pages, are indicated by
a vertical line. The vertical line is in the outer margin and
extends close to the entire area of the material affected
with the following exception: pages with emergency
markings, which consist of black diagonal lines around
three edges, may have the vertical line or change symbol
placed along the inner margins. Symbols show current
changes only. A miniature pointing hand symbol is used
to denote a change to an illustration. However, a vertical
line in the outer margin, rather than miniature pointing
hands, is used when there have been extensive changes
made to an illustration. Change symbols are not used to
indicate changes in the following:
a. Introductory material.
b. Indexes and tabular data where the change can-
not be identified.
c. Blank space resulting from the deletion of text, an
illustration, or table.
d. Correction of minor inaccuracies, such as spell-
ing, punctuation, relocation of material, ect., unless such
correction changes the meaning of instructive informa-
tion and procedures.
1-1-1
TM 1-1520-240-10
1-1-13. Aircraft Designation System.
1-1-14. The designation system prescribed by AR 70-50
is used in aircraft designation as follows:
Example CH-47D
C - Mission symbol (cargo)
H - Basic mission and type symbol (Helicopter)
47 - Design number
D - Series symbol
1-1-15. Series and Effectivity Codes.
Designator symbols listed below are used to show limited
effectivity of airframe information material in conjunction
with text content, paragraph titles, and illustrations. Des-
ignators may be used to indicate proper effectivity, un-
less the material applies to all models and configuration
within the manual. Designator symbols precede proce-
dural steps Designator symbols listed below are used to
show limited effectivity of airframe information material in
1-1-2
conjunction with text content, paragraph titles, and il-
lustrations. Designators may be used to indicate proper
effectivity, unless the material applies to all models and
configuration within the manual. Designator symbols
precede procedural steps in Chapters 5, 8 and 9. If the
material applies to all series and configurations, no des-
ignator symbol will be used.
DESIGNATOR APPLICATION
SYMBOL
712 CH-47D aircraft equipped
With T55-L-712 engines.
714A CH-47D aircraft equipped
with T55-GA-714A engines
1-1-16. Use of “Shall, Should, and May”.
Within this technical manual, the word “shall” is used to
indicate a mandatory requirement. The word “should” is
used to indicate a nonmandatory but preferred method
of accomplishment. The word “may” is used to indicate
an acceptable method of accomplishment.
1-1-17

CHAPTER 2
AIRCRAFT AND SYSTEMS DESCRIPTION AND OPERATION
SECTION I. HELICOPTER
2-1-1. General.
The CH-47D (fig. FO-1, 2-1-1 and 2-1-2) is a twin-turbine
engine, tandem rotor helicopter designed for transportation
of cargo, troops, and weapons during day, night, visual, and
instrument conditions. (Unless otherwise noted, numbers
refer to fig. FO-1.) The helicopter is powered by two
T55-L-712 or T55-GA-714A shaft-turbine engines (18) on
the aft fuselage. The engines simultaneously drive two tan-
dem three-bladed counterrotating rotors (13 and 19) through
engine transmissions (25), a combining transmission (16),
drive shafting (14), and reduction transmissions (12 and 23).
The forward transmission is on the forward pylon above the
cockpit (1). The aft transmission, the combining transmis-
sion, and drive shafting are in the aft cabin section and aft
pylon sections (3 and 4). Drive shafting from the combining
transmission to the forward transmission is housed in a
tunnel along top of the fuselage. When rotors are stationary,
a gas-turbine auxiliary power unit (22) drives a generator
and hydraulic pump to furnish hydraulic and electrical power.
Fuel is carried in pods on each side of the fuselage. The
helicopter is equipped with four non-retractable landing gear.
An entrance door (15) is at the forward right side of the cargo
compartment (2). At the rear of the cargo compartment is a
hydraulically powered loading ramp (26). The pilots seat (9)
and controls are at the right side of the cockpit; the copilot’s
seat (40) and controls are on the left side. See figure 2-1-3
for typical cockpit and controls.
2-1-2. Gross Weight.
The maximum gross weight of the CH-47D is 50,000
pounds. Chapters 5 and 6 provide additional weight informa-
tion.
2-1-3. Landing Gear System.
The landing gear system consists of four non-retractable
landing gears mounted on the fuselage pods. The forward
landing gears are a fixed-cantilever type and have twin
wheels. The aft landing gears are of the single–wheel, full-
swivel (360_) type which can be power centered and locked
in trailed position. In addition, the aft right landing gear can
be steered from the cockpit by using the steering control
knob on the console. Each landing gear has an individual
air-oil shock strut and is equipped with tube-type tires.
TM 1-1520-240-10
2-1-4. Landing Gear Proximity Switches.
a. Two proximity switches are installed, one on each aft
landing gear. Each switch is activated when its associated
shock strut is compressed during touchdown. The switches
improve ground handling by reducing pitch axis gain of the
AFCS, by canceling the longitudinal Control Position Trans-
ducer (CPT), therefore longitudinal stick input, to the Differ-
ential Airspeed Hold (DASH) actuators, and by driving both
longitudinal cyclic trim (LCT) actuators to the ground posi-
tion. In addition to the above functions, the switch on the right
aft landing gear, when activated, disables the flare dispenser
to prevent accidental flare release, and enables the hold
function of mode 4 transponder codes.
b. On helicopters equipped with GROUND CONTACT
indicating lights, activation of the proximity switches when
the associated shock strut is compressed will cause the
associated GROUND CONTACT indicating light on the
MAINTENANCE PANEL to illuminate.
CAUTION
Should either or both GROUND CONTACT
indicating lights remain illuminated after
lift-off to hover, the illuminated system(s)
DASH will not function properly in forward
flight. If both GROUND CONTACT indicat-
ing lights remain illuminated after lift-off,
the AUTO function of both cyclic trim sys-
tems will be inoperative and both LCT ac-
tuators will remain in the GND position.
c. Aft landing gear proximity switches are not actuated
in a water landing. As a result, DASH actuators will respond
to longitudinal stick motion, producing an apparent increase
in control sensitivity. Cyclic motion of + 3/4 inch from neutral,
if held, will drive DASH actuators hard over. If longitudi-
nal cyclic movement is required for taxing, set the AFCS
SYSTEM SEL switch to OFF.
2-1-5. Steering and Swivel Lock System.
The steering and swivel lock system consists of the power
steering control box with the STEERING CONTROL panel
on the center console, utility system pressure control
module, power steering actuator, power steering module,
swivel lock actuating cylinder, and the PWR STEER master
caution capsule. The STEERING CONTROL panel consists
of a three position SWIVEL switch and a steering control
knob. The SWIVEL switch controls operation of power
steering and swivel locks.
2-1-1
TM 1-1520-240-10

Figure 2-1-1. Principal Dimensions Diagram

2-1-2
 TM 1-1520-240-10

Figure 2-1-2. Turning Radii

2-1-3
TM 1-1520-240-10

Figure 2-1-3. Cockpit and Controls

2-1-4

The switch positions are arranged so the power steering
system cannot be energized and used with swivel locks
engaged. The aft right landing gear is hydraulically steer-
able and electrically controlled by the steering control
knob.
The PWR STEER caution capsule on the master caution
panel indicates that power steering circuits have failed or
the aft right wheel has exceeded turning limits. These
limits are set at 58_ for a left turn and 82_ for a right turn.
If turning limits are exceeded, an out-of-phase switch on
the landing gear automatically closes the power steering
solenoid valve, lights the caution capsule, and removes
electrical power from the control box. To reenergize the
power steering system, the landing gear must be re-
turned within operating limits and the SWIVEL switch
must be recycled.
Hydraulic power to operate the power steering actuator
and the swivel locks is supplied by the utility hydraulic
system through the utility system pressure control mod-
ule and separate power steering and swivel lock module.
Electrical power to control the steering and swivel locks
system is supplied by the No. 1 DC bus through the
BRAKE STEER circuit breaker on the No. 1 PDP.
2-1-6. STEERING CONTROL Panel.
The STEERING CONTROL panel (fig. 2-1-4) is on the aft
end of the console. It contains the SWIVEL switch, the
steering control knob, a fail-safe module and relay, and
a servoamplifier. The fail-safe module monitors the
steering electrical circuits. A malfunction which could
cause a steering hardover will be detected by the fail-
safe module and the relay which disables the system and
turns on the PWR STEER caution light.
a. SWIVEL switch. A three-position switch labeled
STEER, UNLOCK, and LOCK. Setting the switch to
STEER applies DC power to the circuits in the power
steering control box and arms the power steering actua-
tor. Rotating the steering control knob will activate the
power steering actuator and the aft wheel will
Figure 2-1-4. Steering Control Panel
TM 1-1520-240-10
swivel. Setting the SWIVEL switch to UNLOCK deener-
gizes the power steering circuits in the control box and
the power steering actuator. It maintains the swivel locks
in the disengage position and both aft wheels are free to
swivel. Setting the SWIVEL switch to LOCK energizes
the swivel lock and centering cam control valve. Utility
system pressure is directed to the lock port of the swivel
lock cylinder and centering cam. The aft wheels will ro-
tate to neutral trail position and the swivel lock will en-
gage when the helicopter weight is lifted from the rear
wheels. AFCS heading hold is disabled at STEER and
UNLOCK.
b. Steering control knob. The steering control knob
has index marks around the knob to indicate degrees of
knob rotation LEFT and RIGHT in increments of 30_.
These index marks do not represent wheel turn angle;
they are reference marks only. The knob is spring-loaded
to zero turn angle. Power steering is accomplished by
rotating the knob a given amount in the desired direction.
When the knob is rotated, a servo valve on the power
steering actuator regulates hydraulic pressure to extend
or retract the actuator. A feedback variable resistor, also
on the power steering actuator, stops actuator travel
when the selected turn radius is reached.
2-1-7. Brake System.
The four wheels of the forward landing gear, and two
wheels of the aft landing gear, are equipped with self–ad-
justing disk brakes. Both forward and aft brakes can be
applied and brake pressure maintained by depressing
the pedals. Hydraulic pressure is supplied by utility hy-
draulic system.
2-1-8. Brake Pedals.
When either the pilot’s or copilot’s brake pedals are
pressed, pressure from the master brake cylinders goes
to a transfer valve in the brake lines. This allows indepen-
dent braking by either pilot. From these transfer valves,
pressure is directed through a parking brake valve to the
forward and aft wheel brakes.
2-1-9. Parking Brake Handle.
A parking brake handle (4, fig. 2-1-3) is at the bottom left
corner of the pilot’s section of the instrument panel. The
brake handle is mechanically connected to the parking
brake valve. The parking brake valve is electrically con-
nected to the PARK BRAKE ON caution capsule on the
master caution panel. When the brake pedals are
pressed and the parking brake handle is pulled OUT,
pressure is trapped and maintained on forward and aft
wheel brakes. At the same time, electrical power from the
DC essential bus through the LIGHTING CAUTION PNL
circuit breaker, lights the PARK BRAKE ON caution cap-
sule.
The parking brakes must be released by applying pres-
sure to the brake pedals. This action automatically opens
the parking brake valve, retracts the parking brake han-
dle, and extinguishes the PARK BRAKE ON caution cap-
sule.
2-1-5
TM 1-1520-240-10
2-1-10. Brakes and Steering Isolation Switch.
The brakes and steering isolation switch is on the HYD
control panel on the overhead switch panel (fig. 2-1-10
and 2-1-14). It is labeled BRK STEER, ON, and OFF. The
switch isolates the brakes and steering hydraulic subsys-
tems from the rest of the utility hydraulic system in the
event of a leak in the subsystem. The normal position of
the switch is ON. The switch is guarded to ON. Setting the
switch to OFF, closes the power steering and brakes
valve on the utility system pressure control module, iso-
lating the brakes and steering subsystem. With the
switch at OFF, limited brake application are available due
to an emergency brake accumulator in the brake subsys-
tem. Power to operate the isolation valve is from the No.
1 DC bus through the HYDRAULICS BRAKE STEER
circuit breaker on the No. 1 PDP.
2-1-11. Instrument and Control Panels.
NOTE
The NVG overhead switch panels are shown.
Description of control panels and operating
procedures reflect NVG configuration only.
Figures 2-1-5 and 2-1-6 show center and canted
consoles. 712 Figures 2-1-7 through 2-1-10 show the
copilot instrument panel, center instrument panel, pilot
instrument panel, and the NVG overhead switch panel.
714A Figures 2-1-11 through 2-1-14 show the copilot
instrument panel, center instrument panel, pilot instru-
ment panel, and the NVG overhead switch panel.
2-1-12. Personnel/Cargo Doors.
Entry can be made through either the main cabin door or the
cargo door and ramp.
2-1-13. Main Cabin Door.
The main cabin entrance (15, fig. FO-1) door is on the right
side of the cargo compartment. The door is divided into two
sections: the upper section containing a jettisonable panel
and the lower section forming the entrance step. When
opened, the upper section slides upward on overhead rails
and the lower section swings downward. When closed, the
two sections mate to form the complete door. Handles are
provided on both the outside and the inside of the door for
accessibility. Refer to Chapter 5 for the allowable airspeed
imposed on the helicopter while operating with the cabin
entrance door sections in various positions.
2-1-14. Cargo Door and Ramp.
Chapter 6 provides a detailed description and operation of
the cargo door and ramp.
2-1-15. Pilot and Copilot Sliding Windows.
The upper section of each jettisonable door (39, fig. FO-1)
in the cockpit contains a sliding window. The window slides
2-1-6
fore and aft and is locked and unlocked by a handle at the
forward end of the jettisonable door. The handle is moved
forward to lock the window and aft to unlock the window.
2-1-16. Seats.
The pilot’s and copilot’s seats (9 and 40, fig. FO-1) are on
tracks to permit forward and aft, vertical and reclining posi-
tion adjustments. Bungee cords in each seat exert an up-
ward force on the seat when it is down or tilted.
2-1-17. Seat Fore-and-Aft Lever.
A fore and aft control lever (14, fig. 2-1-3) for horizontal seat
adjustment is on the right side of each seat support carriage.
When the lever is pulled UP, the seat is unlocked and can
be moved along the tracks on the cockpit floor. When the
lever is released, the seat is locked in position horizontally.
The total range of the horizontal movement is 4 inches in 1
inch increments.
2-1-18. Seat Vertical Lever.
Vertical seat adjustment (15, fig. 2-1-3) is controlled by a
lever on the right side of each seat. When this lever is pulled
UP, the seat is unlocked and can be moved vertically along
a track through a range of 5 inches. The range is divided into
1/2 inch increments. When the lever is released, the seat is
locked in position vertically.
CAUTION
With the seat in the full up rotation posi-
tion (zero tilt) the seat may not be able to
be locked in the full down vertical posi-
tion. Ensure the seat is locked when ad-
justing the vertical axis, especially when
the seat is in full up rotation position (zero
tilt).
2-1-19. Seat Rotation Lever.
A control lever (20, fig. 2-1-3) for adjusting the seat reclining
position is on the left side of each seat. When this lever is
pulled UP, the seat is unlocked and can be rotated through
a 15º tilt range divided into four equal increments. The seat,
in effect, is pivoted up and down around a horizontal axis.
When the lever is released, the seat is locked in the selected
tilt position.
2-1-20. Armored Seats.
Both the pilot and the copilot seats are equipped with a
combination of fixed and adjustable ceramic armor panels
(fig. 2-1-15). Fixed panels are installed under the back and
bottom seat cushions and on the outboard side of each seat.
A shoulder panel (if installed) is mounted on the outboard
side of each seat. The shoulder panel is hinged from the
seat back so it can be moved aside for ease of exit from the
helicopter. The panel is secured in its normal position by a
latch and an exerciser cord.
 TM 1-1520-240-10

Figure 2-1-5. Center Console With XM-130 Countermeasures (Typical) (Sheet 1 of 2)

2-1-7
TM 1-1520-240-10

Figure 2-1-5. Center Console With AN/ALE-47 Countermeasures (Typical) (Sheet 2 of 2)

2-1-8

2-1-21. Shoulder Harness Inertia Reel Lock Lever.
A two-position shoulder harness inertia reel lock lever is on
the left side of each seat (22, fig. 2-1-3) The lever positions
are LOCKED (forward) and UNLOCKED (aft). The lock may
be moved freely from one position to the other. When the
lock lever is in UNLOCKED position, the reel harness cable
is released to allow freedom of movement. However, the
reel will automatically lock if a horizontal impact force of 2 to
3 g is encountered. When the reel is locked in this manner,
it stays locked until the lock lever is moved forward to
LOCKED and then returned to UNLOCKED. When the lever
is at LOCKED, the reel is manually locked so the pilot is
restrained from bending forward. When a crash landing or
ditching is anticipated and time permits, manual locking of
the shoulder harness inertia reel provides added safety be-
yond the automatic feature of the inertia reel. Depending on
the pilot’s seat adjustment, it may not be possible to reach
all switches with the inertia locked. Each pilot should check
and adjust the shoulder harness in locked position to deter-
mine whether all switches can be reached.
Figure 2-1-6. Canted Console (Typical)
TM 1-1520-240-10
2-1-22. Self -Tuning Dynamic Absorbers.
The helicopter is equipped with three sel-tuning dynamic
absorbers. One absorber is in the nose compartment and
the other two absorbers are under each pilot’s seat below
the cockpit floor. All three absorbers serve to maintain a
minimum vibration level through the normal operating
rotor RPM range of the helicopter. The self-tuning feature
of the the dynamic absorber functions as follows: each
dynamic absorber consists of tuning mass suspended by
springs, and electronic measuring circuit, accelerome-
ters, counter-weights, an electrical actuator and a self-
test box. The accelerometers sense and compare the
vibration phases of the helicopter and the spring-
mounted mass. When the measured vibration phases
differ from a built-in phase relationship required to assure
proper tune, the electronic circuit extends or retracts the
electrical actuator to reposition the counterweights
which, in turn, increases or decreases the resonant fre-
quency of the spring-mounted mass. The dynamic ab-
sorbers are constantly being adjusted (tuned) to mini-
mize helicopter vibration. A self-test box is in the heater
compartment to provide maintenance personnel with an
integral testing capability for self-tuning feature of the
dynamic absorbers. Power is supplied by the No. 2 AC
bus through the VIB ABSORB-LH, CTR and RH circuit
breakers in the No. 2 PDP.
2-1-9
TM 1-1520-240-10

Figure 2-1-7. Copilot Instrument Panel (Typical) 712

2-1-10
 TM 1-1520-240-10

Figure 2-1-8. Center Instrument Panel (Typical) 712

2-1-11
TM 1-1520-240-10

Figure 2-1-9. Pilot Instrument Panel (Typical) 712

2-1-12
 TM 1-1520-240-10

Figure 2-1-10. Overhead Switch Panel 712

2-1-13
TM 1-1520-240-10

Figure 2-1-11. Copilot Instrument Panel 714A

2-1-14
 TM 1-1520-240-10

1. IFF indicator light 12. Fuel flow indicator

2. TSEC KY-58 indicator light 13. XMSN OIL TEMP selector switch
3. FIRE PULL handles with NVG filters 14. Fuel quantity indicator
4. FIRE DETR test switch 15. FUEL QUANTITY selector switch
5. AGENT DISCH switch 16. CAUTION LT and VHF ANT SEL panel
6. Gas producer tachometer 17. Engine oil pressure indicators
7. Power turbine inlet temperature (PTIT) indicators 18. Engine oil temperature indicators
8. Transmission oil pressure indicator 19. Caution/ADVISORY panel
9. XMSN OIL PRESS selector switch 20. Missile Alert display
10. Longitudinal cyclic trim (LCT) indicators 21. GPD ALERT indicator light
11. Transmission oil temperature indicator 22. GPS ZEROIZE switch

Figure 2-1-12. Center Instrument Panel 714A

2-1-15
TM 1-1520-240-10

Figure 2-1-13. Pilot Instrument Panel 714A

2-1-16
 TM 1-1520-240-10

Figure 2-1-14. Overhead Switch Panel 714A

2-1-17
TM 1-1520-240-10

Figure 2-1-15. Armored Seats

2-1-18

SECTION II. EMERGENCY EQUIPMENT
2-2-1. Emergency Procedures.
Refer to Chapter 9 for all emergency procedures.
2-2-2. Engine Compartment Fire Extinguisher Sys-
tem.
The engine compartment fire extinguisher system (fig.
2-2-1) enables the pilot or copilot to extinguish a fire in
either engine compartment only. It is not designed to
extinguish internal engine fires. The system consists of
two FIRE PULL handles, an AGENT DISCH (agent dis-
charge) switch, a FIRE DETR (fire detector) switch on the
center instrument panel, and two extinguisher agent con-
tainers on the overhead structure at stations 482 and
502. The containers are partially filled with monobromo-
trifluoromethane (CBrF3 or CF 3BR) and pressurized with
nitrogen (table 2-2-1 provides the range of engine fire
extinguisher pressures.) The agent in one or both of the
containers can be discharged into either engine
compartment. Selection of the compartment is made by
pulling the appropriate FIRE PULL handle. In figure 2-2-1
the ENG 1 FIRE PULL handle has been pulled. Selection
of the container is made by placing the AGENT DISCH
switch in the appropriate position. In figure 2-2-1, BTL 1
has been selected.
Table 2-2-1. Engine Compartment Fire Extinguisher Pressures
AMBIENT TEMPERATURE
(C)
-54_
-51_
-40_
-29_
-18_
-7_
4_
15_
27_
38_
52_
TM 1-1520-240-10
2-2-3. FIRE PULL Handles.
WARNING
Before flying the aircraft ensure that each
FIRE PULL handle NVG filter holder can be
rotated from the closed to the open posi-
tion without causing the FIRE PULL han-
dle to be pulled. Improper handling of the
NVG filter holder may cause the FIRE
PULL handle to be pulled unintentionally,
thus fuel to the affected engine will be shut
off and the engine will shut down. Do not
use sudden or excessive force when rotat-
ing the FIRE PULL handle NVG filter hold-
er from the closed to the open position.
Two control handles for the engine fire extinguisher sys-
tem (fig. 2-2-1) are labeled FIRE PULL - FUEL SHUT-
OFF on the top center section of the center instrument
panel. Each handle has a cover for the NVG filter, two
warning lights, and the necessary control switches that
close the engine fuel shutoff valve and arm the fire extin-
guisher system circuits. Power is supplied for each FIRE
PULL handle from the respective No. 1 and No. 2 DC
essential buses through the respective ENGINE NO. 1
and NO. 2 FUEL SHUTOFF circuit breakers on the No.
1 and No. 2 PDP. Power is supplied for each pair of
warning lights from the corresponding No. 1 or No. 2 AC
bus through the ENGINE NO. 1 and NO. 2 FIRE DET
circuit breakers on the No. 1 and No. 2 PDP.
MINIMUM INDICATION
(PSI)
271
275
292
320
355
396
449
518
593
691
785
2-2-1
TM 1-1520-240-10

Fwd
Valve

Fwd
Valve

Figure 2-2-1. Engine Compartment Fire Detection and Extinguishing System (Typical)

2-2-2

WARNING
If the FIRE PULL handle warning lights are
covered by the NVG filters during daylight
operation, illumination of the fire warning
lights may not be apparent in the event of
an engine fire. Do not operate the aircraft
with the NVG filters covering or obscuring
the fire warning lights unless night vision
goggles are being used.
The NVG filter is attached to one end of the FIRE PULL
handle by hinged fitting. The other end of the filter holder
forms a tab by which the filter holder and filter may be
rotated about the hinged fitting. For NVG operations, the
filter holder is rotated to a closed position over the front
of the FIRE PULL handle cover. In this position, the fire
warning light is NVG compatible. For normal operations,
the filter holder is rotated from the closed position to the
fully open position. In this position, the FIRE PULL han-
dle warning lights will be red.
CAUTION
If there is a fire in both engine compart-
ments, do not pull both FIRE PULL han-
dles simultaneously. Extinguish fire in
one compartment only as described be-
low. Leave the FIRE PULL handle out after
fire has been extinguished. Proceed in a
like manner to extinguish fire in the other
engine compartment.
When an engine compartment fire occurs on either side,
the respective pair of warning lights comes on. The ap-
propriate FIRE PULL handle is pulled, that engine fuel
shutoff valve closes and the AGENT DISCH switch is
armed.
Selection and discharge of either fire bottle is accom-
plished by placing the AGENT DISCH switch to BTL 1 or
BTL 2. After depletion of the charge in the initially se-
lected bottle, the remaining bottle can be discharged to
the same engine compartment by selecting the opposite
position on the AGENT DISCH switch. The other FIRE
PULL handle performs the same function for its respec-
tive engine compartment.
2-2-4. AGENT DISCH Switch
A three-position AGENT DISCH (discharge) switch is
above the FIRE PULL handles on the center instrument
panel (fig. 2-2-1). The lever-lock momentary switch posi-
tions are BTL 1, neutral, and BTL 2. When BTL 1 is
selected, the agent is discharged from the No. 1 bottle
into the selected engine compartment. When BTL 2 is
selected, the agent is discharged from the No. 2 bottle
into the selected engine compartment. Only two fire ex-
tinguisher agent bottles are provided. If the agent from
both bottles is used in combating a fire in one engine
TM 1-1520-240-10
compartment, agent will not be available should a fire
occur in the other engine compartment. Power is sup-
plied from the corresponding No. 1 or No. 2 DC essential
bus through the ENGINE NO. 1 and NO. 2 FIRE EXT
circuit breakers on the No. 1 and No. 2 PDP.
2-2-5. FIRE DETR Switch.
A two-position FIRE DETR (detector) switch is below the
AGENT DISCH switch on the top center section of the
center instrument panel (fig. 2-2-1). It is labeled FIRE
DETR and TEST. The toggle switch is spring-loaded to
FIRE DETR which monitors the engine fire detection
system. When the switch is placed to TEST, it checks the
operation of the engine fire detection system by closing
relays in both controls units and the warning lights in both
FIRE PULL handles illuminate. Power to operate the test
circuit is supplied by the DC essential bus through the
LIGHTING CAUTION PNL circuit breaker on the No. 1
PDP.
2-2-6. Hand Fire Extinguishers.
WARNING
Avoid prolonged exposure (5 minutes or
more) to high concentrations of fire extin-
guishing agent and its decomposition
products because of irritation to the eyes
and nose. Adequate respiratory and eye
relief from excessive exposure should be
sought as soon as the primary fire emer-
gency permits. Use of oxygen for person-
nel is recommended.
Three portable 6.3 pound capacity hand fire extinguish-
ers are provided in the helicopter. One is in the cockpit,
on the floor to the right of the pilot’s seat. Two hand fire
extinguishers are in the cabin section. One on the for-
ward bulkhead and one in the left rear, just forward of the
ramp.
2-2-7. Emergency Troop Alarm and Jump Lights.
Two emergency troop alarm and jump light boxes are in
the cargo compartment. The forward box is on the bulk-
head and above the avionics equipment shelves and the
aft box is on the left side of the fuselage above the ramp
at sta. 575. Each box has an electric bell in the center with
a red light fixture on one side and a green light fixture on
the other side. The TROOP WARN panel on the over-
head switch console is used to operate the emergency
troop alarm and jump lights.
The emergency troop alarm and jump lights have several
functions. They can be used to notify passengers and
crew with predetermined signals in time of emergency.
The jump lights can be used to notify flight engineer
during airborne delivery operations and to alert the troop
commander during paratroop drop missions. Refer to
Chapter 9 for standard use of the troop alarm.
2-2-3
TM 1-1520-240-10

2-2-8. TROOP WARN Panel

The TROOP WARN (warning) panel is located on the

overhead switch panel (fig. 2-2-2). It has two troop jump
lights labeled RED and GREEN. Also, two switches la-
beled JUMP LT and ALARM. Power to operate and con-
trol the emergency troop alarm and jump lights is sup-
plied by the DC essential bus through the TROOP
ALARM BELL and TROOP ALARM JUMP LT circuit
breakers on the No. 2 PDP.

a. Troop jump lights. The troop jump lights provides

the pilots a visual indication of the troop jump light selec-
ted. One light is provided for each color selection and
comes on when the respective light is selected. The
brightness of the lights is controlled by the PLT INST
rotary control switch on the PLT LTG panel of the over-
head switch panel.
b. JUMP LT switch. The three-position JUMP LT
switch is labeled GREEN, OFF, and RED. When the
switch is set to GREEN, the green lights on the emergen-
cy troop and jump light box, at both stations, and the
troop jump lights on the overhead switch panel come on.
When the switch is set to RED, the red lights come on.
OFF position turns off both sets of lights.
Figure 2-2-2. Troop Warning Panel (Typical)
2-2-9. First Aid Kits.
Seven aeronautic first aid kits are installed in the helicop-
ter. One kit is in the passageway between the cockpit and
cabin. The other six kits are in the cabin fuselage section,
three on each side.
2-2-10. Emergency Entrances and Exits.
Refer to Chapter 9 for information on emergency en-
trances and exits.

2-2-11. Emergency Escape Axe.

c. ALARM switch. The two-position ALARM switch
is labeled OFF and ON. Moving the ALARM switch to ON An emergency escape axe is provided. It is located on
rings the bell continuously at both stations until the switch the right side of the cargo compartment slightly forward
is moved to OFF. of station 200.

2-2-4

SECTION III. ENGINES AND RELATED SYSTEMS
2-3-1. Engines.
The CH-47D is powered by either two T55-L-712 or two
T55-GA-714A engines. The engines are housed in sepa-
rate nacelles mounted externally on each side of the aft
pylon. The engines have the capability to produce emer-
gency power on pilot demand. See Performance Charts
in Chapter 7 712 or Chapter 7A 714A .
2-3-2. General
Each engine has a gas producer section and a power
turbine section. The gas producer supplies hot gases to
drive the power turbine. It also mechanically drives the
engine accessory gearbox. The power turbine shaft ex-
tends coaxially through the gas producer rotor and ro-
tates independently of it. The gas producer section and
the power turbine section are connected by only the hot
gases which pass from one section to the other.
During engine starting, air enters the engine inlet and is
compressed as it passes through seven axial stages and
one centrifugal stage of the compressor rotor. The com-
pressed air passes through a diffuser. Some of the air
enters the combustion chamber where it is mixed with
start fuel.
The mixture ignited by four igniter plugs. Some of the air
is directed to the fuel nozzles. After the engine is started,
it continues to operate on metered fuel supplied to the
fuel nozzles.
Hot expanding gases leave the combustion chamber and
drive a two-stage gas producer turbine. Energy from the
combustion gases also drives the two-stage power tur-
bine, which drives the power turbine shaft to the engine
transmission. The engine lubrication system has an inte-
gral oil tank which is inside the air inlet housing and is
serviced with approximately 12 quarts. (Refer to table
2-15-1.)
2-3-3. Engine Inlet Screens.
An engine inlet screen which minimizes foreign object
damage (FOD) is installed on each engine. The reduc-
tion in engine power available with screens installed is
negligible. The engine inlet screens have bypass panels.
These two panels are on the aft end of each screen.
Refer to Chapter 5 for information on use of bypass pan-
els. Helicopters with engine air particle separator (EAPS)
installed, refer to TM 1-1520-240-10 EAPS SUPPLE-
MENT.
2-3-4. Engine Anti–Icing.
The engine air inlet fairing and engine drive shaft fairing
receive anti-icing protection from the thermal radiation
produced by the oil tank in the engine inlet housing. The
hot oil in the oil cavity of the inlet housing warms the air
as it passes into the engine inlet.
2-3-5. Engine Power Control System. 712
Each engine is controlled by a separate power control
system which includes cockpit controls and an engine
TM 1-1520-240-10
fuel control unit. Each system provides automatic control
of engine gas producer rotor speed and power turbine
speed in response to any setting of the engine controls
selected by the pilot. Engine gas producer rotor speed
(N1) and power turbine speed (N2) are controlled by the
fuel control unit, which varies the amount of fuel delivered
to the engine fuel nozzles. During normal operation, the
fuel control unit automatically controls fuel flow metering
during power changes, thus protecting the engine from
overspeed and overtemp. Fuel flow is automatically
monitored to compensate for changes in outside air tem-
perature and compressor discharge pressure.
2-3-6. Engine Fuel Control Units. 712
Each engine fuel control unit contains a single element
fuel pump, a gas producer speed governor, a power tur-
bine speed governor, an acceleration-deceleration con-
trol, a fuel flow limiter, a fuel control shutoff valve, and a
main metering valve. A gas producer (N1) lever and a
power turbine (N2) lever are mounted on the fuel control
unit.
Output power of the power turbine (a function of the
speed and torque) is restricted by limiting the maximum
fuel flow to the gas producer. Maximum gas producer
rotor speed is set by the ENG COND (engine condition)
levers in the cockpit. The ENG COND levers electrome-
chanically positions the gas producer lever, which con-
trols the fuel control fuel shutoff valve and operating level
of the gas producer. During flight, the ENG COND levers
are left at FLT and the output shaft speed is regulated by
the power turbine speed (N2) governor.
The power turbine lever is electromechanically posi-
tioned by the ENGINE BEEP TRIM switches, thrust con-
trol, and EMERG ENG TRIM (emergency engine trim)
712 switches. Output shaft torques are limited by the
fuel flow limiter, which limits the maximum fuel flow. The
position of the main metering valve is determined by the
gas producer speed governor, power turbine speed gov-
ernor, the acceleration-deceleration control, or the fuel
flow limiter, depending on engine requirements at that
time. The governor or the control unit demanding the
least fuel flow overrides the other in regulating the meter-
ing valve.
2-3-7. Speed Governing.
The power turbine speed governor senses the speed of
the power turbine and regulates the amount of fuel which
is supplied to the gas producer. This slows down or
speeds up the gas producer rotor so that power turbine
and rotor system speed remains nearly constant as loads
vary.
At minimum rotor blade pitch, the amount of power re-
quired is at minimum. As pitch is increased, power tur-
bine speed (N2) starts to decrease since more power is
required from the engine to maintain a constant rotor
speed. The power turbine speed governor senses the
decrease of N2 RPM and increases the flow of fuel to the
gas producer. Decreasing pitch causes N2 to increase.
2-3-1
TM 1-1520-240-10
The power turbine governor senses the increases and
reduces the flow of fuel to the gas producer, thus de-
creasing the engine output power.
The power turbine speed governor allows the power tur-
bine output speed to decrease (droop) approximately 10
percent when the power loading varies from minimum to
full load. This is minimized by a droop eliminator linked
to the thrust control rod. The droop eliminator automati-
cally changes the power turbine lever to compensate for
droop as pitch is increased or decreased. Another type
of droop, which is only transient, occurs as a result of the
time required for the engine to respond to changing loads
due to system lag.
2-3-8. ENG COND Levers 712
Two ENG COND (engine condition) levers, one for each
engine are on the ENG COND panel (fig. 2-3-1) of the
overhead switch panel. Each lever has three positions
labeled STOP, GND, and FLT. They are used to select
appropriate fuel flow rates for GND, FLT, and STOP (en-
gine shutdown). Power is supplied by the DC essential
buses through the ENGINE NO. 1 and NO. 2 COND
CONT circuit breakers on the No. 1 and No. 2 PDP.
Each ENG COND lever is spring-loaded outboard and is
inhibited by lock gates. They allow the pilot to proportion-
ally control acceleration of the gas producer from STOP
to FLT. Two engine control caution capsules are on the
master caution panel (fig 2-14-5). They are labeled NO.
1 ENG N1 CONT and NO. 2 ENG N1 CONT. The cap-
sules normally illuminate when the ENG COND levers or
the N1 actuators are at an intermediate position between
STOP, GND, or FLT. They extinguish when the ENG
COND lever and N1 actuator positions agree. However,
they remain illuminated if a component of the system
(actuator, control box, or condition panel) has failed in
other than a detent position. Power is supplied by the DC
essential bus through the LIGHTING CAUTION PNL cir-
cuit breaker on the No. 1 PDP.
Figure 2-3-1. Engine Condition Panel 712
2-3-2
CAUTION
When the ENG COND lever is placed to
GND during start sequence, the N1 actua-
tor could inadvertently go beyond the
ground position. The respective ENG N1
COND caution capsule will illuminate.
However, ignition will still occur if the start
switch is moved to START, thus resulting
in a possible engine runaway.
CAUTION
When adjusting controls or switches on
the overhead switch panel, make sure
gloves or sleeves do not catch and inad-
vertently move the ENG COND levers.
The ENG COND lever must be at GND before the engine
will start. When an ENG COND lever is advanced from
STOP to GND, power is then supplied to the electrome-
chanical actuator which establishes an appropriate fuel
flow rate at ground idle. The speed of the gas producer
with the lever at GND should be 60 to 63 percent N1.
When an ENG COND lever is moved to FLT, the engine
is operating within the N2 governing range, unless the
engine is “topped out” at which time it goes back to N1
governing. The N2 governor then takes control to main-
tain selected rotor RPM (RRPM) in response to the en-
gine beep trim switches and collective pitch changes,
When an ENG COND lever is moved to STOP, the gas
producer lever closes the fuel control fuel shutoff valve
which stops fuel flow to the gas producer.
Each electrical system is completely separate and a fail-
ure in one system will not affect the other. A built-in me-
chanical brake holds the actuator at its last selected posi-
tion if loss of electrical power occurs. ENG COND lever
friction is provided to reduce the possibility of overtorqu-
ing the engine transmissions by resisting movement of
the ENG COND levers. The ENG COND lever friction
brake cannot be adjusted by the pilot and a force of 4 to
5 pounds is needed to move them.
2-3-9. Normal Engine Beep Trim Switches.
712 On 712 engine installations engine beep trim
switches are active at all times during normal operation.
Two momentary switches are on the auxiliary switch
bracket of each THRUST CONT lever and are labeled
ENGINE BEEP TRIM (fig. 2-5-1). Both switches have an
RPM INCREASE, RPM DECREASE, and a neutral posi-
tion. 712 One switch is labled NO. 1 & 2 which is normal-
ly used to select desired RRPM. The second switch is
labeled NO. 1 which will only affect the No. 1 engine and
is used to match engine loads which are indicated by the
dual torquemeters.

712 Power to operate the beep trim system is supplied
by the DC and AC buses. DC power to operate a trim
motor in the power turbine control box, which unbalances
a control circuit, is supplied by the corresponding No. 1
or No. 2 DC buses through the ENGINE NO. 1 or NO. 2
TRIM circuit breakers on the No. 1 or No. 2 PDP. The
unbalanced control circuit causes the AC power from the
No. 1 or No. 2 AC buses through the ENGINE NO. 1 or
NO. 2 TRIM & TIMER circuit breakers on the No. 1 or No.
2 PDP to be transformed and rectified to DC voltage. This
DC power operates the power turbine actuator on the
engine fuel control.
NOTE
No two engines provide matched perfor-
mance with regard to torque, RPM, PTIT, or
fuel flow. With torque matched all other pa-
rameters may not be matched.
712 Holding the No. 1 & 2 switch forward (RPM IN-
CREASE) will increase the RRPM. Holding the switch aft
(RPM DECREASE) will decrease the RRPM. When the
switch is released, it returns to the center or neutral posi-
tion. The switch electrically controls both power turbines
by movement of the N2 actuator through each engine
power turbine control box.
The procedure for matching engine load requires that
NO. 1 & 2 engine beep switch be used in conjunction with
NO. 1 engine beep switch. When NO. 1 engine beep
switch is moved forward (RPM INCREASE), the torque
of No. 1 engine increases. At the same time RRPM in-
creases, even though No. 2 engine torque decreases
slightly. Moving NO. 1 & 2 engine beep trim switch aft
(RPM DECREASE) causes both engine torques to de-
crease and reduce RRPM. If torques are still not
matched, this procedure is continued until torques are
matched and desired RRPM is attained. The opposite
action occurs when NO. 1 engine beep switch is moved
aft.
The engine beep trim switches should not be used during
power changes initiated by thrust lever movement be-
cause RRPM droop should only be momentary. The en-
gine beep trim system adjusts engine RPM only if the
respective ENG COND lever is at FLT. At STOP or GND,
it is possible to move the power turbine lever by moving
the engine beep trim switches to RPM DECREASE or
RPM INCREASE, but in either case, engine RPM will not
be affected because the engine is not operating in the N2
governing range.
2-3-10. EMERG ENG TRIM Panel 712
The EMERG ENG TRIM (emergency engine) panel is
located on the center console (fig, 2-3-2). The panel con-
sists of two guarded normal engine trim system disabled
TM 1-1520-240-10
switches and two momentary emergency engine trim
switches.
a. Normal Engine Trim System Disable
Switches. The guarded switches permit the pilot to dis-
able either or both normal beep trim systems. This pre-
vents unwanted signals from the normal beep trim sys-
tem to interfere with the operation of the emergency
engine trim system. Each switch is labeled AUTO and
MANUAL. When either switch is at MANUAL, the respec-
tive normal beep trim system is disabled (115-volt AC
from AC bus to the engine power turbine control box is
interrupted). When the switch is at AUTO (cover down),
the normal beep trim system is functional (115-volt AC
from the AC bus is reconnected to the associated engine
power turbine control box). Refer to Chapter 9 for emer-
gency engine trim operation.
CAUTION
Engine response is much faster when
RRPM is controlled with emergency en-
gine beep trim system. It is possible to
beep the rotor speed below safe operating
speed and low enough to disconnect the
generators from the buses. The genera-
tors are disconnected at 85% to 82%
RRPM after a 3 to 7 second time delay.
b. Emergency Engine Trim Switches. Each mo-
mentary switch is used to change the power turbine
speed of its respective engine if the power turbine control
box (normal beep trim system) malfunction.
When the normal trim system fails, the droop eliminator
also fails to function. Both switches have an INC, DECR,
and spring-loaded center position. When one of the
switches is held at INC, power from the essential DC bus
goes directly to the respective power turbine actuator
and increases the lever setting and the power turbine
speed. When the switch is held at DECR, the lever set-
ting is decreased, and the power turbine speed is de-
creased.
The emergency engine trim switches are to be used
when the normal beep trim system is disabled. If one of
the switches is used while the respective power turbine
control box is functioning normally, the power turbine
actuator setting will temporarily change but will return to
its original setting when the switch is released. Power to
operate the emergency engine beep trim switches and
actuators is supplied by the essential DC bus through the
NO. 1 and NO. 2 EMERG ENG TRIM circuit breakers on
the No. 1 and No. 2 PDP.
2-3-3
TM 1-1520-240-10
Figure 2-3-2. Emergency Engine Trim Panel 712
2-3-11. Emergency Power System. 712
CAUTION
To prevent damage, monitor the torque
and the PTIT indicators when operating
with emergency power. Failure to observe
these indicators could result in serious
damage to the drive train and engine.
An emergency power system is included with T55-L-712
engines. With the emergency power system, increased
power is available on pilot demand and is actuated by
raising the thrust control into the emergency power
range. Refer to Chapter 5 for limitations on its use.
When fuel flow increases to the point where PTIT is 890_
to 910_C, the EMERG PWR lights will illuminate on the
copilot and pilot instrument console (17, fig. 2-1-7 and 18,
fig. 2-1-9). If temperature is maintained in this range for
more than 5 seconds, the associated indicator will apply
28-volt DC from the ENGINE NO. 1 and / or NO. 2 START
& TEMP circuit breaker to the EMERGENCY POWER
panel. With 28-volt DC applied to the panel, the applica-
ble emergency power timer will start, and the indicator
will display a black-and-white flag. When thrust is re-
duced below the emergency power level, the emergency
power light will extinguish and the timer will stop. Howev-
er, the emergency power indicator will continue to display
the black-and white flag. The flag can be reset on the
ground only.
WARNING
Before flight, be sure the two topping
stops are in their stowed position on the
right side of the console. If stops are not
stowed, be sure the stops are not installed
on the fuel controls before you start the
engine. Failure to check may result in in-
ability to achieve emergency power in an
emergency.
Topping stops are stowed on each helicopter. The stops
are installed on the N1 control of each engine for mainte-
nance engine topping checks. The stops provide an es-
tablished fuel flow when topping. When not in use, the
2-3-4
stops are stowed on the right side of the center console
aft of the pedals.
2-3-12. EMERGENCY POWER Panel. 712
The EMERGENCY POWER panel is located on the over-
head switch panel (fig. 2-3-3). It consists of an emergen-
cy power indicator and a digital timer for each engine.
They are labeled NO. 1 and NO. 2 ENGINE. The timer
counts the minutes that emergency power is in use.
2-3-13. Oil Supply System.
The oil supply system is an integral part of the engine.
The oil tank is part of the air inlet housing and the filler
neck is on the top of the housing. An oil level indicator is
on the left side of the engine inlet housing. Refer to table
2-15-1 for the tank capacity. If the oil level decreases to
about 2 quarts usable, the corresponding ENG OIL LOW
caution capsule will illuminate.
Figure 2-3-3. Emergency Power Panel 712
2-3-14. Engine Start System. 712
The engine start system includes the hydraulic starters
on each engine, the engine start valves and the solenoid-
operated pilot valves on the utility system pressure con-
trol modules, the START switch, and the start fuel sole-
noids and ignition exciters on the engines.
When the start switch is moved to MTR, the respective
engine STARTER ON indicator light illuminates and the
start valve opens (fig. 2-3-4). The start valve applies
utility system pressure from the APU to the engine start-
er: rotating the engine starter and compressor. At 15
percent N1, the ENG COND lever is moved to GND. The
start switch is immediately moved to START, energizing
the ignition exciter. Start fuel is sprayed into the combus-
tor and combustion begins. Before PTIT reaches 200_C,
the START switch is manually released to MTR. At MTR,
the start fuel valve is closed and the ignition exciter is
deenergized.
The engine then accelerates to ground idle speed. At 50
percent N1, the START switch is manually moved to the
locked OFF position. At OFF, the pilot valve closes, clos-
ing the start valve and deenergizing the STARTER ON
indicator light. A relay in each engine start circuit is ener-
gized when either START switch is at MTR or START.
The relay, when energized, disables the start circuit of
the opposite engine, thus preventing simultaneous dual
engine starts. Power is supplied by the No. 1 and No. 2
DC essential buses through the ENGINE NO. 1 and NO.
2 START & TEMP AND IGN CIRCUIT BREAKERS ON
THE No. 1 AND No. 2 PDP.

Figure 2-3-4. ENGINE START PANEL 712
2-3-15. START Panel. 712
The START panel is located on the overhead switch pan-
el (fig. 2-3-4). It consists of the ENG 1 and ENG 2 START-
ER ON indicator lights and two start switches.
a. Start Switches. The switches are labeled OFF,
MTR, and START. They are locked in OFF, detented in
MTR and spring-loaded from START to MTR. At MTR,
the engine is rotated by the starter, but ignition and start
fuel circuits are deenergized. At START, the engine is
rotated with start fuel and the ignition circuits are energi-
zed. MTR is selected during starting, in case of engine
fire or to clear the combustion chamber.
b. STARTER ON Indicator Lights. The STARTER
ON indicator lights will illuminate when the associated
START switch is moved to MTR or START. The light
alerts the pilots when the START switch is inadvertently
left at MTR. Power is supplied by the No. 1 and No. 2 DC
essential buses through the ENGINE NO. 1 and NO. 2
START & TEMP circuit breakers on the No. 1 and No. 2
PDP.
2-3-16. Ignition Lock Switch.
An ignition system lock switch (11, fig. 2-1-3) is installed
on the right side of the console forward of the thrust lever.
The key-operated switch prevents unauthorized use of
the helicopter. When the switch is off, the circuits of the
ignition exciters and the start fuel solenoids of both en-
gines are open. Therefore, the engines cannot be star-
ted. Be sure both START switches are OFF before turn-
ing the ignition lock switch ON or OFF.
2-3-17. Engine Instruments and Cautions.
The engine instruments are the gas producer tachome-
ter, the dual torquemeter, power turbine inlet tempera-
ture (PTIT), fuel flow, oil pressure and oil temperature
indicators. The caution capsules are the NO. 1 and NO.
2 ENGINE OIL LOW and the NO. 1 and NO. 2 ENG CHIP
DET.
2-3-18. Gas Producer Tachometer.
Two gas producer tachometers (N1), one for each en-
gine, are on the center instrument panel (6, fig. 2-1-8 and
6, 2-1-12), above the PTIT indicators. Each tachometer
displays gas producer turbine speed in percent of N1.
Each tachometer operates from power supplied by a gas
producer tachometer generator on the accessory gear
TM 1-1520-240-10
box section of each engine. 712 The outer scale of the
tachometer is calibrated from 0 to 100 in increments of
two. The smaller, vernier scale is calibrated from 0 to 10,
in increments of one. 714A The tachometer is calibrated
from 0 to 110.
2-3-19. Torquemeter.
One torquemeter is on the copilot instrument panel and
the other on the pilot instrument panel (1, fig. 2-1-7 and
17, fig. 2-1-9). Each torquemeter has two pointers, one
for each engine, labeled 1 and 2. Each torquemeter has
a range of 0 to 150 percent. The system consists of a
power output shaft, torquemeter head assembly, power
supply unit, 714A ratio detector power supply unit
(RDPS), and a torquemeter junction box. Power to oper-
ate the torquemeter is provided by No. 1 and No. 2 AC
buses through the ENGINE NO. 1 and NO. 2 TORQUE
circuit breakers on the No. 1 and No. 2 PDP. Power for
the power supply unit 714A and RDPS is provided by
the No. 1 and No. 2 DC buses through the DC ENGINE
NO. 1 and NO. 2 TORQUE circuit breakers on the No. 1
and No. 2 PDP.
2-3-20. Power Turbine Inlet Temperature Indica-
tors.
Two power turbine inlet temperature (PTIT) indicators,
one for each engine, are on the center instrument panel
(7, fig. 2-1-8, 7, fig. 2-1-12). Each indicator is calibrated
from 0_ to 1,200_C. The temperatures registered on the
PTIT indicator are transmitted by chromel-alumel ther-
mocouples. the thermocouples sense gas temperature
at the power turbine inlet and transmit an average gas
temperature reading to the PTIT indicator in the cockpit.
712 When power turbine inlet temperature increases to
the emergency power range, the EMERG PWR indicator
light will illuminate and DC power is supplied to the
EMERGENCY POWER panel. 714A When power turb-
ine inlet temperature increases to the contingency power
range, the ENG CONT PWR master caution advisory
panel capsule will illuminate.
2-3-21. Engine Oil Pressure Indicator.
An engine oil pressure indicator on the center instrument
panel is provided for each engine (17, fig. 2-1-8 and
2-1-12). Each indicator relates pressure sensed at No. 2
bearing by an oil pressure transmitter mounted near the
engine. Each engine oil pressure indicator displays a
pressure range from 0 to 200 psi. Power to operate the
engine oil pressure circuit is supplied by the AC instru-
ment buses through the ENGINE NO. 1 and NO. 2 OIL
PRESS circuit breakers on the No. 1 and No. 2 PDP.
2-3-22. Engine Oil Temperature Indicator.
Two engine oil temperature indicators are on the center
the instrument panel (18, fig. 2-1-8 and 2-1-12). Each
engine oil temperature indicator is calibrated from -70_
to + 150_C. A temperature probe within the lubrication
lines of the engine, before the fuel-oil cooler, is the point
at which the temperature is sensed. Power to operate the
resistance-type oil temperature circuit is supplied by the
No. 1 and No. 2 DC buses through the ENGINE NO. 1
2-3-5
TM 1-1520-240-10
and NO. 2 OIL TEMP circuit breakers on the No. 1 and
No. 2 PDP.
2-3-23. Engine Caution Capsules. 712 The follow-
ing items are in reference to Fig. 2-14-5:
a. NO. 1 (2) ENGINE OIL LOW. This is illuminated
when approximately 2 quarts of usable oil is remaining in
the engine oil tank.
b. NO. 1 (2) ENG CHIP DET. This is illuminated if
a detector is bridged by ferrous metal particles which
may indicate impending engine or engine transmission
failure.
c. NO. 1 (2) ENG N1 CONT. This is illuminated
when the ECL is not in the STOP, GROUND or FLIGHT
detent or when the ECL position does not agree with the
N1 actuator position.
2-3-24. Engine CAUTION/ADVISORY Capsules.
714A The following items are referenced in Fig. 2-14-6:
a ENG 1 (2) FAIL. Active when the engine failure
logic in the DECU detects a failed engine condition. The
engine failure logic is active when N1 is greater than 60%
and the ECL position is greater than 50_(within 10_ of
FLT position). The engine failure logic in each DECU is
used to recognize any of the following:
(1) Power turbine shaft failure. N2 is greater
than RRPM by more than 3 percent.
(2) N1 underspeed.
(3) Engine flameout.
(4) Over temperature start abort (Primary mode
only).
(5) During normal shutdown as the N1 goes be-
low 48 percent the ENG 1 (2) FAIL caution is illuminated
for 12 seconds, this is a BIT self system check.
b. FADEC 1 (2). Active if Primary FADEC System
hard fails.
c. REV 1 (2). Active if Reversionary FADEC system
hard fails.
d. ENG 1 (2) OIL LVL. Active when approximately 2
quarts of usable oil is remaining in the engine oil tank.
e. ENG 1 (2) CHIP DETR. Active if a detector is
bridged by ferrous metal particles which may indicate
impending engine or engine transmission failure.
f. ENG CONT PWR. Active when power turbine
inlet temperature is in the contingency power range.
2-3-25. Engine Chip Detectors.
The engine accessory section oil sump and engine trans-
mission chip detectors are electrically connected to the
corresponding NO. 1 or NO. 2 ENG CHIP DET caution
capsule on the master caution panel (fig. 2-14-6). If a
2-3-6
detector is bridged by ferrous metal particles, which may
indicate impending engine or engine transmission fail-
ure, the corresponding NO. 1 or 2 ENG CHIP DET cau-
tion capsule will illuminate. Also, the associated ENGINE
CHIP DETECTOR or ENGINE TRANSMISSION CHIP
DETECTOR magnetic indicator on the MAINTENANCE
PANEL (fig. 2-9-2) will latch. Refer to Chapter 9 for emer-
gency procedures.
2-3-26. Engine Chip Detector Fuzz Burn-Off.
Helicopters equipped with the chip detector fuzz burn -off
system in the engine are identified by a module labeled
PWR MDL CHIP BURN-OFF located below the MAIN-
TENANCE PANEL. The chip detector fuzz burn-off sys-
tem employs an automatically operated fuzz burn-off
electrical circuit with the ability to eliminate nuisance chip
lights caused by minute ferrous metallic fuzz or ferrous
metallic particles on the engine accessory gear box
(AGB) chip detectors. The response time of the fuzz
burn-off circuit is more rapid than that of the helicopter
warning system; thus a successful fuzz burn-off will be
accomplished before any caution capsule on the master
caution panel illuminates. Should the particle or particles
not burn-off, the NO. 1 or NO. 2 ENG CHIP DET caution
capsule will illuminate. Also, the corresponding ENGINE
CHIP DETECTOR or ENGINE TRANSMISSION CHIP
DETECTOR magnetic indicator on the MAINTENANCE
PANEL will latch. Power for the PWR MDL CHIP BURN-
OFF is supplied by the No. 1 DC bus through the HY-
DRAULICS MAINT PNL circuit breaker on the No. 1 PDP.
2-3-27. Engine Interstage Air Bleed.
NOTE
Bleed band oscillations at low torque settings
(approximately 30% torque per engine), indi-
cated by fluctuating RRPM and torque, can
occur and are not cause for engine rejection.
To aid compressor rotor acceleration and prevent com-
pressor stall, an interstage air bleed system is provided
on each engine. A series of vent holes through the com-
pressor housing at the sixth stage vane area allows pres-
surized air to bleed from the compressor area. This en-
ables the compressor rotor to quickly attain preselected
RPM. The pneumatic interstage air bleed actuator con-
trols operation of the air bleed by tightening or loosening
a metal band over the vent holes. Should the bleed band
malfunction and remain open, there would be a notice-
able loss in power. 712 The interstage air bleed system
operates automatically when the ENG COND levers or
the engine beep trim switches are used to govern RPM.
714A The interstage air bleed system operates auto-
matically through the FADEC system.
2-3-28. Engine Drain Valves.
Pressure-operated engine drain valves are in the bottom
of each engine combustion housing. The valves auto-
matically drain unburned fuel from the combustion cham-
ber following an aborted start or whenever the engine is
shut down. One valve is at the forward end of the com-

bustion camber and the other is at the aft end to ensure
complete drainage.
2-3-29. FADEC Description.
714A Each engine is controlled by its own Full Authority
Digital Electronic control System (FADEC) which pro-
vides the following features:
a. Automatic start scheduling.
b. 1 and 2 engine load sharing.
c. Power turbine speed governing.
d. Transient load anticipation (using rotor speed
and collective pitch rates).
e. Transient torque smoothing (using N2 rates).
f. Contingency power capability to meet aircraft de-
mand.
g. Acceleration and deceleration control.
h. Engine temperature limiting throughout the oper-
ating range.
i. Surge avoidance.
j. Compressor bleed band scheduling..
k. Fuel flow limiting.
l. Engine fail detection.
m. Power assurance test.
n. Engine history/fault recording.
o. Engine-to-engine communication (via data
bus).
p. Automatic switchover to reversionary backup in
the event of a FADEC primary system failure.
The FADEC provides automatic engine start, simulta-
neously sequencing ignition, start fuel, and stabilized
operation at idle. A data link between 1 and 2 engine
FADEC systems transmits signals to achieve load sha-
ring. It also provides control of N1 speed and NR (N2)
output shaft speed to maintain the rotor system at a near
constant RRPM throughout all flight power demand con-
ditions. FADEC provides smooth acceleration and over-
temperature protection when ECLs (both together) are
moved from GROUND to FLIGHT. Overtemperature
protection is provided (through the DECU temperature
limiting function) by control system thermocouple inter-
face at the power turbine inlet. The control system
compares PTIT temperature signals with reference limits
to calculate and provide appropriate N1 acceleration.
During starts, an absolute 816_C limit is set and if ex-
ceeded an engine out indication and shutdown will occur.
If compressor performance deteriorates for any reason,
surge detection automatically allows recovery from com-
pressor instability while protecting the engine from dam-
age due to overtemperature.
The FADEC system consists of:
TM 1-1520-240-10
q. The Digital Electronic Control Unit (DECU) in-
cludes a primary mode and a reversionary section for
backup (fig. 2-3-7).
r. The Hydromechanical Metering Assembly
(HMA), includes Hydromechanical Fuel Metering Unit
(HMU) and fuel pump unit for all fuel metering to support
both primary and reversionary fuel metering, a self-con-
tained alternator for powering the FADEC electronics, a
primary and revisionary compressor bleed air control,
and redundant speed sensing.
s. ENG COND panel (fig. 2-3-5).
t. FADEC control panel (fig. 2-3-6).
u. RPM INC/DEC (Beep) switch THRUST CONT
Lever.
(1) On 714A engine installations, engine beep
switches are only active when in reversionary mode.
(2) Each switch is labeled NO. 1 or NO. 2 which
is used to adjust RRPM when in reversionary mode.
(3) Operation of the beep switches on the
714A in the reversionary mode are the same as for the
712 except that each switch operates respective en-
gine independently. If only one engine is in reversionary
mode, the RRPM will not change, as it is governed by the
engine in primary mode.
2-3-30. Reversionary System. 714A
NOTE
Aircrew should be alert to the possibility of
abrupt NR and engine power changes when
operating the FADEC in single or dual engine
REV mode (s).
The reversionary (backup mode) automatically takes
control of the engine if the primary mode fails or if se-
lected by the operator via the FADEC panel, REV switch.
When an engine is operating in reversionary mode,
FADEC provides engine and rotor control through N1
speed governor, beep control, and thrust pitch
compensator.
When both engines are in reversionary mode, RRPM will
require more pilot attention since proportional rotor
speed governor will not hold speed as accurately as the
primary systems. With large collective changes, the rotor
speed can change up to $3 percent from a nominal
setting.
The reversionary system provides the following control
functions:
a. Automatic start sequencing including over tem-
perature protection, but not start abort.
b. Pilot controlled start fuel enrichment/derichment,
if required, through ECL modulation.
c. Ground idle set 55 "5 percent with ECL at GND.
2-3-7
TM 1-1520-240-10
d. RRPM droop compensation based on thrust le-
ver position.
e. Beep capability becomes active for load match to
other engine.
f. Full contingency power capability.
g. Over temperature protection throughout opera-
tion.
h. Engine shutdown in response to ECL being
placed at STOP
i. Tracking of primary mode during normal primary
mode operation allowing a smooth switchover when se-
lected.
If in reversionary mode for any reason (training) and
there is a reversionary failure, the FADEC will not auto-
matically switch back to the primary mode. The pilot must
manually select PRI mode.
CAUTION
If both the primary and reversionary sys-
tem fail, the engine remains at the fuel flow
being used at the time of the failure. When
a failed fixed fuel flow condition exists, the
ECL and the beep trim switch for the af-
fected engine is inoperative, therefore
there is no proportional control through
ECL except under some conditions STOP.
Engine shutdown may be accomplished
by moving the ECL from its present posi-
tion to STOP. Under these conditions, the
ENG 1 (2) FAIL and/or FADEC 1 (2) cau-
tions are illuminated.
NOTE
If FADEC and/or REV and ENG FAIL lights
are illuminated (which signifies a fuel flow
fixed condition), toggling the PRI/REV switch
reboots the microprocessor in the DECU. If it
is a spurious fault, the lights extinguish except
the REV light. If the hard fault is real, the REV
and ENG FAIL lights illuminate again but not
the FADEC light.
When taking off with one engine in reversionary mode
the procedure is, before lift-off, the engine still in PRI
mode is used to set the correct rotor speed via the
FADEC NR% switch. The operator then uses the beep
switch of the engine in reversionary mode to match en-
gine torque.
2-3-8
2-3-31. ENG COND Panel. 714A
CAUTION
When adjusting controls or switches on
the overhead switch panel, make sure
gloves or sleeves do not catch and inad-
vertently move the ENG COND levers.
The ENG COND panel is located in the overhead switch
panel (fig. 2-3-5).
NO.1 and NO. 2 ENG COND Levers. The ENG COND
Levers (ECL) provide the pilot with proportional accelera-
tion and deceleration authority. The ECLS are spring-
loaded outboard creating a gated motion when ad-
vanced from the STOP to GND and to FLT positions.
ENG COND lever friction is provided to reduce the possi-
bility of over-torque transmissions by resisting rapid
movement of the levers.
2-3-32. FADEC Panel. 714A
The FADEC panel is located on the overhead switch
panel (fig. 2-3-6). It comprises of the following:
a. NR % Switch. The NR% switch controls a rheo-
stat which allows the operator to select any RRPM be-
tween 97% and 103%. There are detents at 97%. 100%
and 103%. With the ECL(s) in FLT, NR will be maintained
at the selected speed. 100% is the normal position.
b. PRI/REV Switches. The primary mode is the nor-
mal mode of operation. The REV (reversionary) mode is
selected as a backup mode or is automatically selected
if the primary system has a hard fault failure. A hard fault
failure is defined as one in which normal primary system
performance might be jeopardized. Other failures are
classified as soft failures when the system is fault tolerant
and can continue fully operational with the fault signal
present.
c. BU/PWR Switch. The Back-Up Power switch
when ON connects the aircraft battery relay and essen-
tial relay.
Figure 2-3-5. Engine Condition Panel 714A

This provides the FADEC system with back up electrical
power in the event of a HMU integral alternator failure
thus preventing loss of the PRI mode. Placing the B/U
PWR switch to OFF will reduce operating time on the
FADEC circuitry. The B/U PWR switch should always be
ON during engine operation.
d. OSPD 1, 2 Switch. The Over Speed test switch is
a three position switch used to test the FADEC over-
speed system. In the event of a NR overspeed of 114.8
percent, FADEC reduces fuel flow to a ground idle condi-
tion. The system remains activated until the overspeed
condition no longer exists, and will re-activate as soon as
an overspeed re-occurs. The system contains provisions
to inhibit overspeed trip command if the other engine has
experienced a overspeed trip condition. To prevent inad-
vertent operation during flight, this test is locked out if NR
is greater than 81.3 percent. When performing an over-
speed test with the engine running and the RRPM
79.0$1%, pressing the test switch to 1 or 2, lowers the
overspeed trip threshold to 79.0$1% NR. At this time the
system senses an overspeed and reduces the fuel flow.
e. LOAD SHARE, PTIT/TRQ Switch. The primary
FADEC system provides pilot selectable engine torque
PTIT matching to govern the engines. Torque matching
is normally the preferred option. The selected parameter
is constantly compared between the two engines until the
RRPM stabilizes at datum figure. The PTIT option may
be used when one engine is running hot. N1 matching is
engaged automatically if the selected matching mode
fails.
f. ENG START Switch. It is a three position switch,
spring loaded to the center position, labeled 1 and 2. It is
used to commence the start sequence on the respective
engine.
2-3-33. DECU Unit. 714A
The two airframe mounted DECU’s, one for each engine,
contain the primary and reversionary mode electronics.
The DECUs are located on the left (sta 390) and right (sta
410) side of the aft cabin.
Figure 2-3-6. FADEC Panel 714A
TM 1-1520-240-10
2-3-34. BIT. 714A
The DECU contains a two-digit BIT display. When active,
the display indicates the operating status of the FADEC
system and power assurance test results. A complete list
of the FADEC BIT fault codes are located at Table 2-3-1.
The fault monitoring carried out by the DECU consists of:
a. Power up tests.
b. Fault tests designed to discover dormant faults.
c. A set of repeated monitoring tests to detect faults
occurring during normal operation.
Fault information for the previous or current engine cycle
can be seen on the DECU BIT display. The last engine
cycle is reset on the first occurrence of start mode and not
on engine shutdown. During engine shutdown (when
ECL is at STOP or N1 is less than 10 percent) faults are
not stored. Fault indications are stored in the DECU and
are retained throughout the life of the control unit. How-
ever, fault information prior to the previous cycle can only
be accessed with specialized test equipment. During en-
gine start the DECU BIT displays 88 for satisfactory test
or if the test fails, a fault code. Faults are classified as
either “HARD” or “SOFT”. In primary mode a hard fault
will cause the FADEC to transfer to Reversionary , while
in Reversionary a hard fault will cause the FADEC to “fail
fixed” to a constant power condition. If a hard fault occurs
in Primary after a hard fault exists in reversionary then
the primary will fail fixed. In the event of a soft fault the
FADEC will remain in the mode it was in prior to the fault
but there may be some degradation or redundancy. All
soft faults are less severe than a hard fault since the
FADEC will not switch modes due to a soft fault.
The activation of the BIT display is dependent upon the
position of the ECL as follows:
a. With the ECL at STOP, the fault information for
the last engine cycle and current faults are displayed.
b. When the ECL is positioned at GROUND only
current faults are displayed.
c. When the ECL is positioned at FLIGHT the dis-
play will be turned off except as required for Power Assur-
ance Test (PAT).
2-3-35. Starting in Primary Mode. 714A
CAUTION
The (P3) compressor pressure signal line
going to the DECU contains a manually
operated moisture drain valve. This valve
shall not be drained while the engine is
running.
NOTE
Engine may not start if REV fail caution is
illuminated.
In primary mode, engine start is initiated with the ECL in
the GND position. Select and hold the respective ENG
START switch and allow the engine to accelerate to 10
2-3-9
TM 1-1520-240-10
Figure 2-3-7. DECU Panel 714A
percent N1 then release the ENG START switch. The
automatic start sequence has been energized and FA-
DEC will complete the start. When an engine start is
energized, FADEC turns on the engine start solenoid to
introduce fuel flow and energize the engine igniters. Suc-
cessful engine ignition is immediately indicated to FA-
DEC by an increase of PTIT or compressor speed (N1).
Engine temperature is monitored throughout the se-
quence and will result in a fuel flow reduction if the tem-
perature exceeds 650_C with a full cutback to minimum
flow limit at 760_C. The starter motor and igniter are
automatically turned off when N1 speed exceeds 48 per-
cent. Ground idle is 50 to 59 percent and is corrected for
temperature. The engine is allowed to take 45 seconds
to stabilize at ground idle.
2-3-36. Engine Start Abort. 714A
PTIT above 816_C will cause immediate fuel shutoff to
below minimum fuel flow. The ECL must be retarded to
STOP to achieve total fuel shutoff. A start abort results in
the ENG 1 (2) FAIL warning to be illuminated until the
abort is reset by moving the ECL to STOP.
2-3-37. Starting in Reversionary Mode. 714A
The initial start sequence in reversionary mode is the
same as in primary mode except, when N1 reaches 8
percent, the control system turns on the engine start fuel
solenoid to provide an initial altitude biased fuel flow and
activates the igniters and latches the starter motor. The
pilot can modulate fuel flow to the engine with ECL to
start the engine at a desired acceleration rate. Tempera-
ture and temperature rate limiters are the same as in
2-3-10
primary mode except that the over temperature start
abort facility is not provided.
Alternate Reversionary Starting. For most conditions, a
start is successfully completed with the ECL held at the
GND position. However, if the engine fails to start due to
either a rich or lean hung start condition, the pilot may use
the ECL to increase or decrease the start flow as required
to complete a successful start.
a. Reversionary Rich Hung Start. A rich hung start
is characterized by N1 holding at about 40 percent and
PTIT climbing above 600_C. If a rich hung start is experi-
enced.
(1) Set the affected engine ECL to STOP.
(2) Allow PTIT to decay to 260_C or below (mo-
tor engine as required).
(3) Check N1 0 percent.
(4) Advance ECL half the distance between
STOP and GND (15_).
(5) Motor engine using ENG START switch until
10% N1 and then release switch.
(6) After engine ignition (PTIT rising), slowly ad-
vance ECL to GND. Check that N1 is stabilized at ground
idle.
b. Reversionary Lean Hung Start. A lean hung start
is characterized by N1 hanging approximately 30 percent
and PTIT remaining below 500_C. If a lean hung start is
experienced.
(1) Slowly advance the hung engine ECL to
achieve acceleration (maximum of one-third travel from
GND to FLT).
(2) Retard the ECL to GROUND as ground idle
speed is approached. Check that N1 is stabilized at
ground idle.
2-3-38. Starting Cycle, Aborting and Motoring.
714A
A starting cycle can be aborted at any time by moving the
ECL to STOP.
2-3-39. Power Assurance Test Switch. 714A
The primary FADEC will perform a BIT whenever the
PWR ASSURANCE TEST switch has been place to the
desired engine position. The switch is located below the
maintenance panel at station 524. The switch is label
1/OFF/2 and spring loaded to OFF. The results of the test
are displayed in the DECU BIT window.
2-3-40. Engine Wash System. 714A
The helicopter is equipped with an engine wash system
for each engine. Air and water connections are externally
mounted inboard of each engine work platform. A series
of spray nozzles are installed at the engine inlet and air
lines are routed to the bleed band actuator.
 TM 1-1520-240-10

Table 2-3-1. T55-GA-714A DECU BIT Fault Code List/Matrix

The DECU fault code matrix will be consulted when anything other than 88 is displayed on the DECU Hex display during
the DECU Pre-Start, Start, or Shutdown BIT checks. The matrix lists DECU fault codes, type of fault, aircraft operational
effect, pilot actions require, and overall mission impact.

Abort mission is defined as: perform a normal engine shutdown and make appropriate entries on the DA Form
2408-13-1.

Continue mission is defined as: the crew may complete the present day’s mission but maintenance troubleshooting
actions are required prior to the next mission.

DECU Fault
Code(s) Fault Operational Effect Pilot Action Mission Impact
10 DECU internal hard fault. FADEC light N/A Abort Mission
Aircraft won’t start in Primary
11 DECU internal hard fault. FADEC light N/A Abort Mission
Aircraft won’t start in Primary
12 DECU internal soft fault. N/A Make an entry on Continue Mission
the DA Form
2408-13-1 even if
fault code clears.
13 DECU internal soft fault. N/A Make an entry on Continue Mission
the DA Form
2408-13-1 even if
fault code clears.
14 DECU internal soft fault. N/A N/A Continue Mission
15 DECU internal soft fault. N/A N/A Continue Mission
17 DECU internal soft fault. N/A Make an entry on Continue Mission
the DA Form
2408-13-1 even if
fault code clears.
18 DECU internal soft fault. Without FADEC light N/A Continue Mission
18 DECU hard fault. With FADEC light N/A Abort Mission
1B DECU internal soft fault. N/A Make an entry on Continue Mission
the DA Form
2408-13-1 even if
fault code clears.
1C DECU internal soft fault. Without FADEC light N/A Continue Mission
1C DECU hard fault. With FADEC light N/A Abort Mission
1E DECU internal hard fault. With FADEC light N/A Abort Mission
Unable to start in Primary
1F DECU internal hard fault. FADEC light N/A Abort Mission
A1 DECU TQ soft fault. N/A Select PTIT Continue Mission
Check TQ AC/
DC CBs
Make an entry on
the DA Form
2408-13-1 even if
fault code clears.

2-3-11
TM 1-1520-240-10

Table 2-3-1. T55-GA-714A DECU BIT Fault Code List/Matrix (Continued)

DECU Fault
Code(s) Fault Operational Effect Pilot Action Mission Impact
A2 DECU NR set soft fault. N/A N/A Continue Mission
A3 DECU thrust hard fault. REV light N/A Abort Mission
Unable to start in Primary and
Reversionary
A4 DECU NR soft fault. N/A N/A Continue Mission
A5 DECU ECL soft fault. N/A N/A Abort Mission
A6 DECU emergency bus N/A Check REV If CB in, Continue
soft fault. CONT CB Mission
If CB out and
can’t reset, Abort
Mission
A7 DECU airframe bus soft N/A Check PRI If CB in, Continue
fault. CONT CB Mission
Back-up power If CB out and
ON can’t reset, Abort
Mission
B2 DECU internal N1B hard With REV light, N/A Abort Mission
fault. Unable to start in Primary or
Reversionary
B2 DECU N1B soft fault. Without REV light N/A Continue Mission
B3 DECU N2B soft fault. Overspeed system compro- Make an entry on Continue Mission
mised the DA Form
2408-13-1 even if
fault code clears.
B4 DECU PTIT soft fault. N/A Perform REV Continue Mission
(DECU Pre- mode selected
start BIT start. Switch to
check) PRI when ground
idle is achieved.
Make an entry on
the DA Form
2408-13-1 even if
fault code clears.
B4 DECU PTIT soft fault. N/A N/A Continue Mission
(All other
DECU BIT
checks)
B5 DECU thrust soft fault. Without REV light N/A Continue Mission
B5 DECU thrust hard fault. With REV light, N/A Abort Mission
Unable to start in Primary or
Reversionary

2-3-12
 TM 1-1520-240-10

Table 2-3-1. T55-GA-714A DECU BIT Fault Code List/Matrix (Continued)

DECU Fault
Code(s) Fault Operational Effect Pilot Action Mission Impact
B6 DECU ECL soft fault. N/A N/A Abort Mission
B7 DECU PLA hard/soft fault. With or without REV light N/A Abort Mission
Unable to start in Primary or
Reversionary
B9 DECU cold junction com- N/A Make an entry on Continue Mission
pensation (CJCV) soft the DA Form
fault. 2408-13-1 even if
fault code clears.
BA DECU internal soft fault. N/A N/A Continue Mission
BB DECU internal soft fault. N/A N/A Continue Mission
BC DECU 400 Hz hard/soft With or without REV light N/A Abort Mission
fault.
C1 DECU communication soft N/A N/A Continue Mission
fault.
C2 DECU communication soft N/A N/A Continue Mission
fault.
C3 DECU communication soft N/A N/A Continue Mission
fault.
C4 DECU communication soft Unable to TQ share Switch to PTIT Continue Mission
fault. sharing
C5 DECU communication soft N/A N/A Continue Mission
fault.
C6 DECU communication soft N/A N/A Continue Mission
fault.
C7 DECU communication soft N/A N/A Continue Mission
fault.
More than DECU communication link N/A N/A Abort Mission
two codes, redundancy failure.
C1 through
C7
C8 DECU communication link N/A N/A Abort Mission
failure.
C9 DECU N1 from the other Unable to N1 load share N/A Continue Mission
engine fails.
CF DECU load share hard FADEC light N/A Abort Mission
fault. Primary mode failed
D0 DECU overspeed system Overspeed system compro- N/A Continue Mission
soft fault. mised
D1 DECU P3 sensor soft Loss of surge protection N/A Abort Mission
fault.
D2 DECU P1 sensor hard With FADEC light N/A Abort Mission
fault.
D2 DECU P1 sensor soft Without FADEC light N/A Continue Mission
fault.
D3 DECU internal soft fault. N/A N/A Continue Mission

2-3-13
TM 1-1520-240-10

Table 2-3-1. T55-GA-714A DECU BIT Fault Code List/Matrix (Continued)

DECU Fault
Code(s) Fault Operational Effect Pilot Action Mission Impact
D4 DECU internal power sup- FADEC light N/A Abort Mission
ply hard fault. Unable to start in Primary
D5 DECU internal power sup- FADEC light N/A Abort Mission
ply hard fault. DECU inter- Unable to start in Primary
nal hard fault.
D6 DECU internal hard fault. REV light N/A Abort Mission
Overspeed system compro-
mised
Unable to start in Primary and
Reversionary
D6 DECU internal soft fault. Without REV light N/A Continue Mission
D7 DECU internal power sup- FADEC light N/A Abort Mission
ply hard fault. Unable to start in Primary
D8 DECU internal soft fault N/A Make an entry on Continue Mission
the DA Form
2408-13-1 even if
fault code clears.
D9 DECU internal soft fault. N/A N/A Continue Mission
DA DECU internal power sup- With or without REV light N/A Abort Mission
ply hard/soft fault. May be unable to start in Pri-
mary and Reversionary
DB DECU Reversionary sys- With or without REV light N/A Abort Mission
tem hard/soft fault. May be unable to start in Pri-
mary and Reversionary
DC DECU internal PTIT soft N/A Make an entry on Continue Mission
fault. the DA Form
2408-13-1 even if
fault code clears.
DD DECU overspeed system N/A N/A Continue Mission
soft fault.
DE DECU 400 HZ hard/soft With or without REV light N/A Abort Mission
fault. May be unable to start in Pri-
mary and Reversionary
DF DECU internal hard fault. FADEC light N/A Abort Mission
Unable to start in Primary
E1 DECU PTIT soft fault. N/A Perform REV Continue Mission
(DECU Pre- mode selected
start BIT start. Switch to
check) PRI when ground
idle is achieved.
Make an entry on
the DA Form
2408-13-1 even if
fault code clears.
E1 DECU PTIT soft fault. N/A Make an entry on Continue Mission
(All other the DA Form
DECU BIT 2408-13-1 even if
checks) fault code clears.

2-3-14
 TM 1-1520-240-10

Table 2-3-1. T55-GA-714A DECU BIT Fault Code List/Matrix (Continued)

DECU Fault
Code(s) Fault Operational Effect Pilot Action Mission Impact
E2 DECU T1 sensor soft N/A N/A Continue Mission
fault.
E3 DECU N2A sensor soft N/A Make an entry on Continue Mission
fault. the DA Form
2408-13-1 even if
fault code clears.
E4 DECU N2B sensor soft N/A Make an entry on Continue Mission
fault. the DA Form
2408-13-1 even if
fault code clears.
E5 DECU N2 sensor differ- N/A N/A Abort Mission
ence soft fault.
F1 DECU N1A sensor soft Unable to restart the engine in N/A Continue Mission
fault. Primary
F2 DECU N1B sensor hard/ With or without REV light N/A Abort Mission
soft fault. May be unable to start in
F3 DECU N1A sensor differ- N/A N/A Abort Mission
ence soft fault.
F4 DECU fuel flow pot soft Without FADEC light N/A Continue Mission
fault. Unable to restart the engine in
Primary
FADEC light if engine is shut-
down
F4 DECU fuel flow pot hard With FADEC light N/A Abort Mission
fault. Unable to start in Primary
F5 DECU step count hard FADEC light N/A Abort Mission
fault. Unable to start in Primary
F6 DECU PLA pot soft fault. REV light N/A Abort Mission
Unable to start in Primary and
Reversionary
F7 DECU HMA bleed valve FADEC light N/A Abort Mission
solenoid hard fault. Bleed band inop
F8 HMA PRI/REV solenoid FADEC light N/A Abort Mission
hard fault. Unable to start in Primary.
May not be able to start in Re-
versionary
F9 HMA Alternator soft fault. N/A N/A Continue Mission
FA Start fuel solenoid/ignition May be unable to start in Pri- Ensure that the Continue Mission
system soft fault. mary and Reversionary ignition lock
switch in in the
ON position
FB DECU Reversionary step May be unable to start in Pri- N/A Abort Mission
count soft fault. mary and Reversionary
FF N/A N/A Move PRI/REV Continue Mission
(on Pre-start switch to PRI. if 88
BIT check) Then cycle back-
up power

2-3-15
TM 1-1520-240-10
Table 2-3-1. T55-GA-714A DECU BIT Fault Code List/Matrix (Continued)
DECU Fault
Code(s) Fault Operational Effect
FF DECU internal fault. N/A
(all other
BIT checks)
Hex Display N/A N/A
Blank
(on Pre-start
BIT check)
Hex Display DECU internal fault. N/A
Blank
(all other
BIT checks)
2-3-41. Engine Air Particle Separator (EAPS).
The engine air particle separating system (EAPS)system
protects the engine from harmful effects of dust and sand
erosion, snow and foreign objects and salt spray fouling
and corrosion. The system removes contamination from
the air and exhausts it overboard continuously using a
scavenge system. The EAPS assembly is mounted on
rails which enable it to be easily moved to permit engine
inspections. During flight, the assembly is locked in the
aft position against the engine inlet with two lock pins
installed through the rails at the forward mounting blocks
of the unit.
The basic axial flow of contaminated air entering the
vortex tube is forced into a spiral flow by the fixed blades
of the EAPS fan. The swirling motion causes the heavier
dirt particles to be separated from the air stream by virtue
of their inertia. The particulate is thrown outwards to the
periphery of the vortex tube by centrifugal force, concen-
trated into the scavenge air flow, and ducted away for
discharge. The bulk of the air flow, from which the particu-
late has been separated, passes axially down the center
for the outlet tube.
The EAPS control panel, located on the overhead panel,
provides control of the EAPS with a FAN ON/OFF switch
and DOORS CLOSE/OPEN switch for each engine. The
switches are marked for ENG 1 and ENG 2 and receive
their power from the No. 1 and No. 2 28-volt DC buses
through the NO 1 EAPS and NO 2 EAPS FAN CONT
circuit breakers. When the FAN switch is placed in the
ON position, the fan is operating and providing particu-
late separation to that engine. Power to operate the fans
is provided by the No. 1 and No. 2 115-volt AC buses
through the NO 1 EAPS and NO 2 EAPS FAN circuit
breakers on the respective PDP’s.
The EAPS has a high electrical power requirement. Be-
cause of this, both EAPS fans should not be turned on
simultaneously. Allow 10 - 15 seconds between the first
and second fan activation.
2-3-16
Pilot Action Mission Impact
N/A Abort Mission
Move PRI/REV Continue Mission
switch to PRI. if 88
Then cycle back-
up power.
N/A Abort Mission
2-3-42. EAPS Bypass Doors.
The EAPS is provided with a by-pass mechanism which
enables the engine to continue run in the event of a
blockage of the EAPS unit due to airborne debris block-
ing the separator. Two by-pass doors resembling curved
rectangular panels (fig. 2-3-9) are mounted flush with the
outer surface of the EAPS and opened by electronic
actuators. The door mechanism includes two tubular
guide rods per door to achieve a smooth transitional
movement along with structural strength and stiffness.
When the EAPS ENG 1 or 2 DOORS switch is placed in
the OPEN position, the two bypass doors for that side are
activated, bypassing engine air around the separator
inlet. In snow and icing conditions the by-pass doors
must be kept in the closed position, otherwise ice may be
injected into the engine. Power to operate the by-pass
doors are supplied from No. 1 and No. 2 28-volt DC
buses through the EAPS 1 and EAPS 2 BYPASS
DOORS circuit breakers.
CAUTION
The by-pass door must be kept closed
during snow and icing conditions other-
wise ice may be injected into the engine
causing possible damage or failure.
CAUTION
With EAPS installed and the bypass pan-
els open FADEC primary channel may fail
when rearward airspeed exceeds 40 knots
airspeed or 40 knots tailwind. These con-
ditions should be avoided.
2-3-43. EAPS Control Boxes.
EAPS control boxes (fig. 2-3-10) are installed in the cabin
RH side at station 415 and LH side at station 390. Each
box contains press-to-test lights labeled EAPS NO. 1
BYPASS DOORS OPEN and EAPS NO. 2 BYPASS
DOORS OPEN. They illuminate when their respective
 TM 1-1520-240-10

EAPS control switch located in the EAPS control panel b. The ENG 1 and ENG 2 DOORS CLOSE-OPEN
is in the OPEN position and the doors are fully open, and switch electrically positions the by-pass doors, open pr
will extinguish when the switch is in the CLOSE position closed. The switches receive power from the No. 1 and
and the doors are fully closed. No. 2 28-volt DC buses through circuit breakers marked
EAPS 1 and EAPS 2 BYPASS DOORS.
2-3-44. Differential Pressure Switch.
Each separator is equipped with a differential pressure
switch to determine the air passages of the EAPS unit are
blocked. The switch senses the pressure difference be-
tween the inside and outside of the curved panels of the
EAPS unit. When a differential pressure is detected, the
EAPS 1 FAIL or EAPS 2 FAIL caution lights illuminated.

2-3-45. EAPS Switches.

There are four, 2 position toggle switches located on the
EAPS control panel (fig. 2-3-8) situated on the overhead
switch panel.
a. The ENG 1 and ENG 2 FAN ON/OFF switches Figure 2-3-8. EAPS Control Panel
operate the control circuit to provide AC power for the
EAPS fans. The switches receive power from the No. 1 1. EAPS fan exhaust
and No. 2 28 volt DC buses through circuit breakers
marked EAPS 1 and EAPS 2 FAN CONT. 2. EAPS rails and slides.

2-3-17
TM 1-1520-240-10

Figure 2-3-9. EAPS 1 Shown With Bypass Doors Open

2-3-18
 TM 1-1520-240-10

Figure 2-3-10. EAPS Control Boxes

2-3-19/(2-3-20 blank)
 TM 1-1520-240-10

SECTION IV. FUEL SYSTEM

2-4-1. Fuel Supply System.

The fuel supply system furnishes fuel to the two engines,

the heater, and the APU. Two separate systems, con-
nected by crossfeed and a pressure refueling lines are
installed. Provisions are available within the cargo
compartment for connecting Extended Range Fuel Sys-
tem (ERFS) and ERFS II to the two fuel systems.
Each fuel system consists of three fuel tanks contained
in a pod on each side of the fuselage. The tanks are
identified as forward auxiliary, main, and aft auxiliary
tanks. During normal operation, with all boost pumps
operating, fuel is pumped from the auxiliary tanks into the
main tanks, then from the main tanks to the engine. A
simplified fuel flow diagram is engraved on the FUEL
CONTR (control) panel on the overhead switch panel
(fig. 2-4-1).

When the fuel is consumed in an auxiliary tank, the fuel

pump is automatically shut off and a check valve closes
to prevent fuel from being pumped back into that tank.
Should a fuel pump fail in an auxiliary tank, the fuel in that
tank is not usable. However, should both boost pumps
fail in a main tank, fuel will be drawn from the main tank
as long as the helicopter is below 6,000 feet Pressure
Altitude (PA).

Fuel is delivered to the APU from the left main tank and
to the heater from the right main tank. Fuel system
switches and the auxiliary tank low pressure indicating
lights are on the FUEL CONTR panel, the fuel line pres-
sure caution capsules are on the master caution panel,
and the fuel flow meter is on the center instrument panel.
The single point pressure refueling panel and nozzle
adapter are on the right side above the forward landing
gear. Refer to Section XV for fuel tank capacities, fuel
grades, and fuel system servicing procedures.
2-4-2. Fuel Tanks.
The fuel tanks are crashworthy self-sealing tanks with
breakaway fittings. The main fuel lines are constructed
of self-sealing material. Penetration of the tank wall or a
fuel line by a projectile exposes the sealant to the fuel,
activates the sealant, and close the hole.
Breakaway self-sealing fittings are installed where the
main fuel lines connect to the fuel tank and adjacent
structure. Under high impact loads, the fittings shear or
break at predetermined locations, seal themselves, re-
tain the fuel, keeping fuel loss and post-crash fire hazard
to a minimum. Electrical cables having lanyard-release
type connectors are installed where the cables attach to
adjacent structure. The connectors automatically re-
lease if the fuel tank breaks away from the pod.
Each main tank contains two fuel boost pumps, three fuel
quantity probes, a jet pump for evacuating the pressure
refueling system, a dual pressure refueling shutoff valve,
a dual fuel level control valve, and a gravity filler port.
Each auxiliary tank contains a fuel pump with automatic
shutoff feature, a quantity probe, a dual pressure refuel-
ing shutoff valve, and a fuel level control valve.
Figure 2-4-1. Fuel Control Panel
A rollover vent system is installed in each tank. This
system prevents fuel spillage from the vents should the
helicopter roll over following a crash landing. The vent
system within the tanks have a condensate drain at the
aft end, however, aircraft maneuvering should never
force fuel into the vents. Sump drains are also installed
on the bottom forward end of each tank.
2-4-3. Controls and Indicators.
The fuel controls are the FUEL PUMP switches, XFEED
fuel valve switch, the engine fuel valve, and the manual
defueling valve. Indicators include the crossfeed fuel and
engine fuel valve warning lights, the FUEL QUANTITY
indicator and caution capsules, FUEL flow indicator, AUX
PRESS indicating lights, and FUEL PRESS caution cap-
sules. Refer to para. 2-4-10 for a description of the pres-
sure refueling system controls and indicators.
2-4-4. FUEL CONTR Panel.
The FUEL CONTR panel (fig. 2-4-1) consists of eight
two-position fuel boost pump switches, two PRESS-TO-
TEST AUX PRESS indicating lights, a two-position
XFEED switch, and a two-position REFUEL STA switch.
a. FUEL PUMP Switches. Each switch controls a
single-speed electrically driven fuel boost pump. La-
beled next to each switch is the name of the pump which
it operates. Each switch has an ON and OFF position.
When one of these switches is at ON, power from the No.
1 or No. 2 DC bus closes the respective pump relay
connecting power from the No. 1 or No. 2 AC bus to

2-4-1
TM 1-1520-240-10

energize the pump. When switch is at OFF, the relay

circuits open and power from the No. 1 and No. 2 AC bus
is de-energized thus shutting off the pump. Power is
supplied for these relay circuits by the No. 1 and No. 2 DC
bus through the LH and RH FUEL PUMP CONT - AUX
AFT, MAIN AFT, MAIN FWD, and AUX FWD circuit
breakers on the No. 1 and No. 2 PDP. Power is supplied
to the pumps circuits by the No. 1 and No. 2 AC bus
through the LH and RH FUEL PUMPS - MAIN FWD,
MAIN AFT, AUX FWD, and AUX AFT circuit breakers on
the No. 1 and No. 2 PDP.

b. AUX PRESS Indicating Lights. Each light is

electrically connected to the forward and aft auxiliary
tank pressure switches. When this indicating light illumi-
nates, it indicates that the fuel pressure in either the
forward or aft auxiliary fuel line is below 10 $ 1 psi. The
auxiliary tank fuel boost pump switches must be at ON to
provide electrical power to the indicating light. The light
intensity can be adjusted by turning the light housing.
Power is supplied to operate the indicating light by the
No. 1 and No. 2 DC bus through the LH or RH Fuel PUMP
CONT AUX FWD & AUX AFT circuit breakers on the No.
1 and No. 2 PDP.

c. XFEED Switch. The switch electrically operates

two fuel valves in the crossfeed line. The switch has an
OPEN and CLOSE position. When the switch is at
OPEN, power from the No. 1 DC bus opens the fuel
valves through the XFEED CONT circuit breaker on the
No. 1 PDP. When the switch is at CLOSE, electrical pow-
er closes the valves.
2-4-5. Fuel Valves.
There are two engine and two crossfeed fuel valves.
a. Engine Fuel Valves. One engine fuel valve (fig.
2-4-2) is in the fuel supply line to each engine. The valve
is electrically operated by the FIRE PULL handles and
manually by a lever on the valve. They are located at sta.
498 and labeled FUEL VALVE # 1 ENGINE and FUEL
VALVE # 2 ENGINE.
b. Crossfeed Fuel Valves. The crossfeed fuel
valves connects the No. 1 and No. 2 engine fuel lines.
When the valve is opened, both engine fuel feed lines are
interconnected and fuel can be supplied from both fuel
tanks to feed either engine or from either tank to feed
both engines. Fuel cannot be transferred between tanks.
The valves are electrically operated by the XFEED
switch on the FUEL CONTR panel or manually by a lever
on the valve. They are labeled FUEL VALVE CROSS-
FEED and located at station 504.
c. FUEL VALVE WARNING LIGHT. There are two
PRESS-TO-TEST FUEL VALVE WARNING LIGHT next
to each FUEL VALVE CROSS FEED
Figure 2-4-2. Engine Fuel Valves, Sta. 498
and two PRESS-0TO-TEST FUEL VALVE WARNING
LIGHT next to FUEL VALVE # 1 ENGINE and # 2 EN-
GINE (fig. 2-4-3). They indicate the operating condition
of the individual valve and associated circuitry. Power is
supplied to operate the crossfeed FUEL VALVE WARN-
ING LIGHT by the No. 1 DC bus through the XFEED
CONT circuit breaker on the No. 1 PDP. Power is sup-
plied to operate the engine FUEL VALVE WARNING
LIGHT by the DC essential bus through the ENGINE NO.
1 and NO. 2 FUEL SHUT-OFF circuit breakers on the No.
1 and No. 2 PDP.
The following description on when the light will illuminate
is for the XFEED switch. The same result applies to the
engine fuel valves with the FIRE PULL handles.
(1) Each time the XFEED switch is moved from
CLOSE to OPEN or OPEN to CLOSE. After this opera-
tion, the light should extinguish, indicating the crossfeed
valve is synchronized with the switch position.
(2) When a short circuit occurs, causing a signal
to be applied opposite to the valve position. However, the
valve will remain at the position last selected by XFEED
switch.
(3) When the crossfeed valve protection relay
fails. The crossfeed valve will remain at the last selected
position and the valve can be operated electrically or
manually, as required.

2-4-2
 TM 1-1520-240-10

2-4-6. Manual Defueling Valve.

A manual defueling valve is in the aft cargo compartment
next to FUEL VALVE # 2 ENGINE. The valve should only
be used by maintenance personnel to defuel the helicop-
ter or adjust fuel load.

2-4-7. Fuel Quantity Indicator and Selector.

An indicator calibrated to measure fuel quantity in
pounds and seven position selector switch (fig. 2-4-4) is
on the center instrument panel. Power is supplied to the
indicator through the FUEL QUANTITY selector switch
by the No. 1 AC bus through the FUEL QTY circuit break-
er on the No. 1 PDP.
a. FUEL QUANTITY Indicator. The indicator pro-
vides two types of display. One display is in the digital
form and the other is a pointer. The digital readout contin-
uously indicates the total amount of fuel remaining in all
the fuel tanks. The pointer remains hidden until one of the
tank positions on the FUEL QUANTITY selector switch
is selected. Then, the pointer will indicate fuel remaining
in that tank. The fuel quantity indicator is electrically con-
nected to 10 capacitance-type measuring units in the
tanks.
b. Fuel Quantity Selector Switch. The fuel quantity
selector switch has seven positions labeled TOTAL, L Figure 2-4-4. Fuel Quantity Indicator and Selector
(left) and R (right) FWD, MAIN, and AFT. Selecting any Switch
position other than TOTAL causes the indicator pointer
to display the fuel remaining in that tank. The digital read- caution panel (fig. 2-14-5) of the center instrument con-
out is not affected during individual tank readings. sole. Each light is electrically connected to a thermistor
sensor on a measuring unit in the respective main tank.
These lights are labeled L FUEL LOW an R FUEL LOW.
2-4-8. Fuel System Cautions. When the is 20 percent of fuel remaining in the main tank,
Four caution capsules are dedicated to the fuel system. the caution capsule for that main tank illuminates (20
percent of fuel is equal to 320 to 420 pounds.) Power for
a. L and R FUEL LOW. Two fuel quantity caution these capsules is supplied by the DC essential bus
capsules, one for each main tank, are on the master through the LIGHTING CAUTION PNL circuit breaker on
the No. 1 PDP.
b. L and R FUEL PRESS. Two caution capsules
labeled L FUEL PRESS and R FUEL PRESS ar on the
master caution panel. Each caution capsule is electrical-
ly connected to a fuel pressure switch between the main
tank and the engine fuel valves. When one of these cap-
sules illuminates, it indicates that fuel pressure in the
respective fuel line is below 10 $ 1 psi. Fuel pressure is
measured after the fuel boost pumps and not at the en-
gine driven pump. When fuel pressure caution illumi-
nants, it does not represent a possible engine flameout,
unless flight is being conducted above 6,000 feet PA.
Power for these capsules is supplied by the DC essential
bus through the LIGHTING CAUTION PNL circuit break-
er on No. 1 PDP.

2-4-9. FUEL Flow Indicators.

A dual fuel-flow indicator (fig. 2-4-5), on the center instru-
ment panel, indicates fuel flow to each engine in pounds
Figure 2-4-3. Fuel Valve Warning Light, Sta. 500 per hours. The indicator dial is graduated from 0 to 3,000

2-4-3
TM 1-1520-240-10
pounds per hour in 100 pound increments. The signal to
drive the indicator is derived from a fuel
Figure 2-4-5. Fuel Flow Indicator.
flow transmitter in the fuel line of each engine at the quick
disconnect shelf. Power to operate the No. 1 indicator is
from the No. 1 AC bus through the ENGINE NO. 1 FUEL
FLOW circuit breaker on the No. 1 DP. Power to operate
the No. 2 indicator is from the No. 2 AC bus through
ENGINE NO. 2 FUEL FLOW circuit breaker on the No.
2 PDP.
2-4-10. Pressure Refueling System.
The pressure refueling system permits rapid refueling of
all fuel tanks simultaneously or selective refueling of any
tank or combination of tanks. Maximum fueling rate is
300 gallons per minute at 55 psi. The system control
panel and refueling nozzle receptacle are on the right
side of the helicopter above the forward right landing
gear (fig. 2-4-6).
In addition to the control panel and refueling receptacle,
the system consists of dual fuel level control valve, a dual
fuel shutoff valve in each tank, a jet pump in each main
tank, and pressure refueling manifold.
a. Dual Fuel Level Control Valves and Dual Fuel
Shutoff Valves. The dual fuel level control valves control
the operation of the fuel fuel shutoff valves. When fuel in
a tank rises to the full level during pressure refueling, the
floats in the control valve close and apply a signal to the
shutoff valve, closing it. the floats can also be closed
electrically to stop fuel flow into a tank at some intermedi-
ate level. The floats are controlled by the FUEL CELL
SHUTOFF VALVE TEST switches on the refueling con-
trol panel.
b. Jet Pumps. The jet pump installed in each main
tank evacuates the refueling manifold and discharges
the displaced fuel into the main tank. The jet pump is
activated when the forward boost pump in each main
rank is first turned ON following pressure refueling.
2-4-4
c. Pressure Refueling Manifold. The pressure re-
fueling manifold connects to all tanks to the pressure
refueling receptacle. It does not include projectile resist-
ant features because the fuel is evacuated before flight
by the jet pumps.
Electrical power is applied to the system only when the
REFUEL STA switch on the cockpit FUEL CONTR panel
is placed to ON. Power to operate the pressure refueling
system is supplied by the DC switched battery bus
through the REFUEL circuit breaker on the No. 1 PDP.
2-4-11. Controls and Indicators.
Except for the REFUEL STA switch on the cockpit FUEL
CONTR panel, all pressure refueling system controls
and indicators are on the pressure refueling station panel
(fig. 2-4-6).
2-4-12. PWR Control Switch.
The PWR (power) control switch is labeled ON and OFF.
When placed to ON, electrical power is applied to the
pressure refueling system and to the refueling station
quantity indicator provided the REFUEL STA switch on
the cockpit FUEL CONTR panel is at ON. Also, the PWR
ON light will illuminate, the fuel quantity indicator will
register the quantity of fuel in the tanks, and the REFUEL
VALVE POSN lights will illuminate momentarily. When
placed to OFF, electrical power is removed.
2-4-13. REFUEL STA Switch.
The REFUEL STA switch is on the cockpit FUEL CONTR
panel (fig. 2-4-1) when placed to ON, applies electrical
power from the DC switched battery bus to the PWR ON
switch on the refueling station panel. Setting the switch
to OFF after pressure refueling, closes the refuel valves
and discontinues electrical power to the refueling panel.
When pressure refueling, be sure the switch is at ON at
all times. If the switch is at OFF, the aft auxiliary tanks will
not fill, the remaining four tanks will fill to maximum, the
refuel station quantity indicator is inoperative, and there
is no precheck capability.
2-4-14. Fuel Quantity Indicator and Selector
Switch.
The pressure refueling station fuel quantity indicator and
selector switch (fig. 2-4-4) are identical to those in the
cockpit. The indicator at the refueling station indicates
fuel quantity only when the REFUEL STA switch on the
cockpit FUEL CONTR panel (fig. 2-4-1) is at ON and the
PWR switch on the refueling station panel (fig. 2-4-6) is
at PWR ON. Electrical power to drive the indicator is AC
from a solid-state inverter in the cabin at sta 220. The
inverter, in turn, is powered by the DC switched battery
bus through the FUEL REFUEL circuit breaker on the No.
1 PDP.
2-4-15. FUEL CELL SHUTOFF VALVE TEST
Switches.
Seven three-position FUEL CELL SHUTOFF VALVE
TEST switches are on the refueling control panel (fig.

2-4-6). The switches are used to test the automatic shut-
off features in each tank and to stop refueling when the
desired fuel level is attained in each or all tanks. Six of the
seven switched are connected to fuel level control valves
in a specific tank. The seventh switch, labeled ALL TEST,
is electrically connected to the fuel level control valves in
all six tanks. Setting any of the six switches to PRI OFF
or SEC OFF raises the corresponding primary or secon-
dary float in the fuel level control valve. This action simu-
lates a high fuel level and causes the fuel shutoff valve
in that tank to close. Setting the ALL TEST switch to PRI
OFF or SEC OFF raises the corresponding float in all six
tanks and shuts off the fuel flow into all tanks simulta-
neously.
2-4-16. REFUEL VALVE POSN Indicating Lights.
The two amber PRESS-TO-TEST REFUEL VALVE
POSN (position) lights (fig. 2-4-6) indicates the status of
TM 1-1520-240-10
the two refueling valves in the pressure refueling system.
The valves are normally closed and prevent fuel feed-
back into the aft auxiliary tanks when the aft tank pumps
are operating. While pressure refueling the valves are
opened and allow fuel flow from the refueling system into
the aft tank.
The valves are controlled by the refueling station PWR
ON switch. When the switch is ON, the valves are
opened and the indicating lights will illuminate momen-
tarily indicating valve transition from close to open. Con-
versely, when the switch is OFF, the valves are closed
and the indicating lights will illuminate momentarily indi-
cating valve transition from open to close. A continuously
illuminated light, with the switch at OFF, indicates the
associated valve is opened and the fuel in the tank will
not be available.
2-4-5
TM 1-1520-240-10

Figure 2-4-6. Pressure Refueling Station

2-4-6

SECTION V. FLIGHT CONTROLS
2-5-1. Flight Control System.
The helicopter is controlled by changing the pitch of the
blades either collectively or cyclically. Pitch changes are
made by the pilot’s movement of the flight control which
include a THRUST CONT (control) lever, a cyclic control
stick, and directional pedals. The pilot’s controls are in-
terconnected with the copilot’s controls.
Flight control movements are transmitted through a sys-
tem of bellcranks, push-pull tubes, and actuators to a
mixing unit just aft of the cockpit, next to the forward
transmission. The control movements are mixed to give
the correct lateral cyclic and collective pitch motions to
the rotors through dual hydraulic actuators. These dual
boost actuators are under each swashplate. Each set of
dual boost actuators is normally powered by both flight
control hydraulic systems.
The helicopter is vertically controlled with the THRUST
CONT lever through application of equal pitch to all bla-
des. Directional control is obtained with the directional
THRUST CONTROL LEVER
(ON HELICOPTER WITH
712 ENGINE
Figure 2-5-1. Thrust Control Lever
TM 1-1520-240-10
pedals by imputting equal but opposite lateral cyclic pitch
to the blades. Lateral control is obtained by application
of equal lateral cyclic pitch to the blades with the cyclic
control stick. The helicopter is controlled longitudinally
with the cyclic stick through application of differential
collective pitch.
In addition, the helicopter has an advanced flight control
system (AFCS). AFCS provides the following features:
a. Rate damping in all axes and sideslip stability.
b. Pitch and roll attitude hold and heading hold.
c. Airspeed hold.
d. Improved control response in pitch, roll, and
yaw.
e. Barometric and radar altitude hold.
f. Automatic coupled turns.
g. Longitudinal cyclic trim scheduling.
THRUST CONTROL LEVER
(ON HELICOPTER WITH
714A ENGINE
2-5-1
TM 1-1520-240-10
2-5-2. THRUST CONT Lever.
Either THRUST CONT lever 712 (fig. 2-5-1) or 714A
(fig. 2-5-1) is used to apply equal pitch simultaneously to
both rotors, thus controlling ascent and descent of the
helicopter. Raising the THRUST CONT lever increases
pitch. Lowering the THRUST CONT lever decreases
pitch.
An integrated lower control actuator (ILCA) is installed
between the THRUST CONT lever and the mixing unit.
This actuator assists the pilot in moving the THRUST
CONT Lever. A cockpit control driver actuator (CCDA) is
also installed in the thrust control system. This actuator
responds to signals from the AFCS and increases or
decreases collective pitch on the blades to maintain a
constant altitude. In addition, a balance spring is installed
that counteracts the downward imbalance of the
THRUST CONT level.
NOTE
If the THRUST CONT lever CCDA fails, the
THRUST CONT lever will slip when force be-
tween 7 and 23 pounds is applied.
A BRAKE TRIGGER switch under each THRUST CONT
grip controls the magnetic brake of the CCDA in the flight
control closet. Pressing the switch applies electrical pow-
er to release the magnetic brake in the THRUST CONT
lever CCDA. The THRUST CONT lever can then be free-
ly moved.
When barometric or radar altitude hold has been se-
lected, pressing the trigger will disengage altitude hold.
When the switch is released, power is applied through
the simplex clutch to the THRUST CONT lever CCDA
and the AFCS will hold the altitude. Power is supplied to
operate the THRUST CONT lever magnetic brake from
DC essential bus through the THRUST BRAKE circuit
breaker on the No. 1 PDP.
The 712 THRUST CONT lever is also electrically linked
to the power turbine actuator through the droop elimina-
tor system. An upward movement of the THRUST CONT
lever electrically increases the power turbine governor
speed setting to compensate for inherent engine droop
and maintain engine speed as rotor loads are increased.
A downward movement of the THRUST CONT lever
electrically decreases the power turbine governor speed
setting.
The 714A system includes both thrust lever position
compensation and thrust lever rate compensation.
2-5-2
A detent capsule establishes a ground operation detent
to reduce droop stop pounding. A viscous damper in the
thrust control system improves control feel. Mounted on
each THRUST CONT lever is an auxiliary switch bracket
containing a SEARCH LIGHT control switch, a SLT-FIL
(search light filament) switch, two ENGINE BEEP TRIM
switches, and a HUD control switch.
2-5-3. CYCLIC Stick.
Each cyclic stick (fig. 2-5-2) is used for lateral and longitu-
dinal control of the helicopter. Moving the cyclic stick to
the right tilts both rotors disks equally to the right and
causes the helicopter to roll to the right in flight. Moving
the cyclic stick to the left causes the opposite movement.
When moving the cyclic stick forward, the pitch of the fwd
rotor blades is decreased collectively, while the pitch of
the aft rotor blades is increased collectively, thus causing
a nose-down helicopter attitude in flight. Moving the cy-
clic stick aft causes the opposite movement resulting in
a nose-up attitude.
Two ILCA’s, one for lateral control and one for longitudi-
nal control, are installed to assist the pilot in moving the
cyclic stick. In addition to these actuators, viscous damp-
ers are installed. One damper is for longitudinal control
and one for lateral control to improve control feel.
Located on the pilot and copilot cyclic stick grips are a
CENTERING DEVICE RELEASE switch, an AFCS
TRIM switch, a CARGO HOOK RELEASE switch, inter-
phonetransmitter TRIGGER switch, and a FLARE DISP
(dispenser) control switch.
2-5-4. CENTERING DEVICE RELEASE Switch.
The CENTERING DEVICE RELEASE switch (fig. 2-5-2)
is used to simultaneously release the force feel trim mag-
netic brakes for the lateral, longitudinal, and directional
flight controls. In addition, it disengages bank angle hold,
heading hold, and heading select functions when AFCS
is operating. Power is supplied to operate the magnetic
brakes from the DC switched battery bus through the
CONT CENTER circuit breaker on the No. 1 PDP.
A centering spring and magnetic brake for each control
provide a sense of force feel to hold the control in a trim
position. However, the pilot can override the force manu-
ally while maneuvering the helicopter. When the switch
is pressed, electrical power is applied to release the mag-
netic brakes. Each centering spring assumes a new trim
position where the control forces are nulled. Releasing
the switch removes electrical power and applies the
magnetic brakes. The centering springs are retained in
their new positions.

Figure 2-5-2. Cyclic Stick Grip
2-5-5. AFCS Trim Switch.
NOTE
If the longitudinal CCDA fails, it can be recog-
nized by loss of pitch trim or failure of the
centering devise to release. A centering
spring in the pitch axis allows these forces to
be over-come.
The AFCS trim switch (fig. 2-5-2) is used to make small
changes in the pitch (airspeed) and roll attitude while the
AFCS is operating. The switch is spring-loaded to center
off position. Moving the switch forward or aft from center
off position commands an increase (forward) or de-
crease (aft) in airspeed by driving a trim motor in the
longitudinal CCDA.
Moving the switch left or right commands the roll ILCA to
bank the helicopter in the selected direction without mov-
ing the stick. Power is supplied to drive the pitch trim
motor from No. 1 AC bus through CLTV DRIVER ACTR
circuit breaker on the No. 1 PDP.
TM 1-1520-240-10
2-5-6. Directional Pedals.
The directional pedals (7 and 24, fig. 2-1-3) are used for
directional control of the helicopter during flight and while
taxiing with the forward gear off the ground.
When the right pedal is displaced forward, the forward
rotor disk tilts to the right and the aft rotor disk tilts to the
left. The opposite action occurs when the left pedal is
displaced forward. An ILCA is installed to assist the pilot
in moving the pedals.
The pedals are adjusted individually fore and aft by
pressing a lever mounted on the pedal support and mov-
ing the pedal to a new position before repositioning the
lever. Insure that both pedals are adjusted equally (left
and right pedals in same respective hole position) and
pedal adjustment lockpins are engaged. A balance
spring is installed to reduce control sensitivity.
2-5-7. Advanced Flight Control System. (AFCS)
a. The Advanced Flight Control System (AFCS) sta-
bilizes the helicopter about all axes and enhances control
response. It automatically maintains desired airspeed,
altitude, bank angle, and heading. An automatic turn fea-
ture, coupled to the pilot or copilot HSI (horizontal situa-
tion indicator) is also included in the AFCS.
b. Built In Test Equipment (BITE) is installed in each
AFCS computer. This equipment is intended for ground
troubleshooting purposes only. An interlock circuit
through the engine condition control box prevents BITE
use anytime either ECL is out of STOP.
c. Power is supplied to the HDG ENGAGED, BARO
ALT and RAD ALT ENGAGED lights from the DC essen-
tial bus through the CAUTION PNL circuit breaker on the
No. 1 PDP. The No. 1 AFCS receives AC and DC buses
respectively through the AFCS NO. 1 circuit breakers on
the No. 1 PDP. The No. 2 AFCS receives AC and DC
power from the No. 2 AC and DC buses respectively
through the AFCS NO. 2 circuit breakers on the No. 2
PDP.
d. The AFCS consists of the following compo-
nents:
(1) A cockpit control panel.
(2) Two AFCS computers in the avionics
compartment.
(3) Three ILCA’s in the flight control closet.
(4) A differential airspeed hold (DASH) actuator
in the flight control closet.
(5) Two longitudinal cyclic trim (LCT) actuators
are installed, one in the forward upper controls, the other
in the aft upper controls.
(6) Roll and yaw magnetic brakes, a longitudi-
nal CCDA, and a thrust CCDA are all located in the flight
controls closet.
2-5-3
TM 1-1520-240-10
(7) Three control position transducers.
e. Attitude changes sensed by the attitude gyros, a
yaw rate gyro in each AFCS computer, and the direction-
al gyro are processed by the AFCS computers and ap-
plied to the ILCA’s. The ILCA’s extend or retract and
move the upper flight controls. This control input is not
apparent to the pilot because AFCS control inputs do not
move the cockpit controls. The pitch, roll, and yaw axis
all operate in fundamentally the same manner. Should a
hardover occur, the pilot can easily override AFCS.
f. Pitch attitude stability, airspeed hold, and a posi-
tive stick gradient from hover to Vmax are provided
through the DASH actuator. The DASH actuator extends
or retracts to maintain airspeed for a given stick posi-
tion.
2-5-8. Bank Angle Hold.
Bank angle trim without cyclic stick movement is pro-
vided through left or right position of the cyclic stick AFCS
trim switch. Bank angle hold is disengaged anytime a
CENTERING DEVICE RELEASE switch is pressed, a
cyclic stick is moved laterally, or the HDG switch is EN-
GAGED. Bank angle hold cannot be reengaged until the
roll is less than 1.5_ per second.
2-5-9. Heading Hold.
The directional gyro provides an input to each AFCS
which signals the yaw ILCA to maintained heading within
5 degrees. Heading hold is disengaged if the swivel
switch is set to STEER or UNLOCK, a CENTERING DE-
VICE RELEASE switch is pressed, or the directional ped-
als are moved. Also, heading hold will be disengaged at
airspeed above 40 knots anytime lateral trim is used, the
stick is moved laterally, or HDG switch is ENGAGED.
Heading hold will not resume until yaw rate is less than
1.5_ per second at an airspeed above 40 knots with a
bank angle of less than 1.5_.
2-5-10. Airspeed Hold.
The airspeed hold feature provides a constant airspeed
and pitch attitude relative to cyclic stick position at air-
speeds above 40 knots. Airspeed and pitch can be set
with the AFCS trim switch on the cyclic stick or by displac-
ing the cyclic stick until the desired airspeed is achieved
then pressing the CENTERING DEVICE RELEASE
switch. Refer to Chapter 8 AFCS Off Flight Characteris-
tics.
2-5-11. Altitude Hold.
Two methods of altitude hold can be selected. They are
radar altitude hold or barometric altitude hold.
a. Radar Altitude Hold. Radar altitude hold will
maintain a more precise altitude in hover or over water
2-5-4
flight than barometric altitude hold. Maximum altitude for
the use of radar altitude hold is 1,500 feet AGL.
An error signal, caused by radar altitude deviations, is de-
rived from the pilot radar altimeter receiver-transmitter and
is processed by the No. 1 AFCS computer. The processed
error signal is applied to the THRUST CONT LEVER CCDA
which drives the THRUST CONT levers in the direction
necessary to null the error signal.
b. Barometric Altitude Hold. Barometric altitude
hold is used in forward flight over terrain. It uses error
signals produced within the No. 1 AFCS computer.
These error signals are in response to static pressure
changes and are proportional to altitude changes. The sig-
nal is processed by the AFCS computer and applied to the
THRUST CONT LEVER CCDA which drives the THRUST
CONT levers in the direction necessary to null the error
signal.
2-5-12. Heading Select.
Heading select is engaged when the HDG switch on the
AFCS panel (fig. 2-5-3) is pressed and the ENGAGED
light illuminates. The heading bug on the selected HSI is
the referenced heading. Rotating the HDG knob of the
HSI to set the bug at a new referenced heading produces
an error signal which is processed by the AFCS comput-
ers and applied to the roll ILCA. The roll ILCA than moves
to produce a standard rate turn up to a maximum bank
angle of 20_ until the selected heading is captured.
Heading select can only be selected at airspeed above
40 knots. Heading select is disengaged anytime a CEN-
TERING DEVICE RELEASE switch is pressed, the HDG
switch on the AFCS panel is disengaged, or when the
opposite CMD SEL switch on the HSI MODE SELECT
panel is pressed.
2-5-13. Longitudinal Cyclic Trim System.
Longitudinal cyclic trim (LCT) control is part of AFCS.
LCT reduces fuselage nose down attitude as forward
airspeed is increased, thus reducing fuselage drag. The
system also reduces rotor blade flapping which results in
lower stresses on the rotor shafts. The LCT actuators are
installed under the swashplates. Signals are transmitted
to these actuators either automatically by AFCS or
manually by CYCLIC TRIM switches drive the actuators
to GND (ground) operating position on ground contact.
2-5-14. Controls and Indicators.
2-5-15. AFCS CONTROL Panel.
The AFCS control panel (fig. 2-5-3) is on the canted
console. It consists of the heading and altitude select,
SYSTEM SEL (select), and CYCLIC TRIM sections.
a. Heading and Altitude Select Switches. The leg-
end on these switches will dim when the PLT INST rotary
control switch is placed out of the OFF detent.

(1) HDG Switch. The HDG (heading) switch is
used in conjunction with the CMD SEL switch either HSI
MODE SELECT panel and the heading bug on either HSI
to select coupled turns. The switch can be used only
when airspeed is above 40 knots. When the switch is
pressed and either CMD SEL switch is pressed, the heli-
copter will automatically turn to and capture the heading
bug on the selected HSI. In addition, the ENGAGED
legend will illuminate. The switch is disengaged by press-
ing it again.
Heading intercept will be at standard rate of 3_ per sec-
ond up to a bank angle limit of 20_ at 133 knots. The
helicopter must be trimmed before engaging the mode
and cyclic stick control inputs should be avoided except
for longitudinal AFCS trim inputs to adjust airspeed.
Figure 2-5-3. Advanced Flight Control System
Panel
Heading select is disengaged if either CENTERING DE-
VICE RELEASE switch is pressed.
(2) BARO ALT and RAD ALT Switches. The
BARO ALT and RAD ALT are used to select altitude hold
mode. An interlock prevents both switches from being
engaged at the same time. When pressed, the EN-
GAGED legend will illuminate. RAD ALT hold is used
below 1,500 feet AGL. BARO ALT hold is used in forward
flight to maintain a constant cruise altitude or may be
used in HOGE.
b. SYSTEM SEL Switch. The SYSTEM SEL switch
is a five position rotary switch labeled OFF, 1 BOTH, 2
OFF. Normally, the switch is at BOTH. In this position,
both AFCS are operating at one-half gain. If one system
should fail, the good system is selected and that system
operates at 3/4 gain. At OFF, both systems are inopera-
tive except for CYCLIC TRIM.
c. CYCLIC TRIM Switches. The AUTO and MANU-
AL switch selects the mode of cyclic trim operation. The
TM 1-1520-240-10
FWD and AFT switches are used to extend or retract the
appropriate cyclic trim actuator.
(1) AUTO and MANUAL switch. A two-position
switch which is normally placed in AUTO.
(a) AUTO Mode. In this mode, No. 1 AFCS
controls the forward actuator and the No. 2 AFCS con-
trols the aft actuator.
(b) MANUAL Mode. In this mode, the ac-
tuator can be controlled with separate FWD and AFT
actuator control switches, using the airspeed indicator
and CYCLIC TRIM indicators.
(2) FWD and AFT switched. Three- position
switched that can be placed in the EXT (extend) or RET
(retract) position. These switches are spring-loaded to
the center off position. If the cyclic trim actuators fail to
extend or retract as indicated on the CYCLIC TRIM indi-
cators, MANUAL mode can be selected.
2-5-16. Cyclic Trim Indicators.
WARNING
If the longitudinal cyclic trim actuators fail
at the full retract position or are manually
selected to the full retract position, do not
exceed the airspeed limitations shown in
fig. 5-7-1.
The FWD and AFT CYC (cyclic) TRIM indicators (fig.
2-5-4) are on the center instrument panel. The indicators
are labeled 60 RET, GND, 150 EXT. The indicators dis-
play position of the forward and aft LCT actuators relative
to airspeed. During ground operations, the pointer will be
at GND to indicate activation of the landing gear proximi-
ty switches.
2-5-17. AFCS OFF Caution.
Two AFCS OFF caution capsules are on the master cau-
tion/advisory panel ( 712 ,fig. 2-14-5, 714A , fig.
2-14-6). They are labeled 712 NO. 1 AFCS OFF and
NO. 2 AFCS OFF, 714A AFCS 1 and AFCS 2. These
cautions will illuminate when the associated AFCS is
manually shutoff or has failed or the associated DASH is
in a low rate condition. Refer to Chapter 8 AFCS Off Flight
Characteristics.
2-5-5
TM 1-1520-240-10

2-5-18. Command Select Switch.

The CMD SEL switch is on the pilot and copilot HSI
MODE SELECT panel (Chapter 3). The switches are
used to select the HSI which will provide the refenced
heading when the HDG switch is engaged. Only one
CMD SEL switch may be selected at a time. If the other
CMD SEL switch is selected during heading select op-
erations, the HDG switch on the AFCS panel will disen-
gage and heading select will be disabled until the HDG
switch is again pressed. When selected, the SEL legend
on the switch illuminates.

Figure 2-5-4. Forward and Aft Cyclic Trim

Indicators

2-5-6

SECTION VI. HYDRAULIC SYSTEMS
2-6-1. Hydraulic Power Supply System.
The hydraulic power supply system consists of three
separate systems. They are the No. 1 flight control sy-
stem, No. 2 flight control system, and a utility system.
Each system includes a variable delivery pump and res-
ervoir cooler. In addition, each flight control system has
a power control module, and the utility system has a
pressure control module. Each flight control system is
connected to the utility system by a Power Transfer Unit
(PTU). All systems are serviced by a common fill module
and are pressurized to prevent pump cavitation.
2-6-2. Flight Control Systems.
The No. 1 and No. 2 flight control systems are identical.
they ar parallel in operation, hydraulically separated, and
electrically integrated. The flight control system operate
at approximately 3,000 psi, which is reduced to 1,500 psi
for ILCA operation. They power four upper dual boost
actuators (3,000 psi) and four ILCAs (1,500 psi). Each
flight control system powers one piston of each actuator.
No. 1 flight control system is pressurized by a pump on
the forward transmission. No. 2 system is pressurized by
a pump on the aft transmission. The power control mod-
ules consist of pressure-line and return-line filters. No.1
system power control module is in the forward pylon. No.
2 system power control module is in the aft pylon. The
accumulators dampen low frequency pressure surges
and provide stored hydraulic power for peak loads.
The PTU in each system allows ground checkout of the
flight control systems with the rotors stopped. Each PTU
consists of a pump driven by a hydraulic motor which is
pressurized by the utility hydraulic system. The PTU’s
are controlled by the PWR XFER 1 and 2 switches on the
HYD panel in the overhead switch panel.
2-6-3. FLT CONTR Switch.
The FLT CONTR (flight control) switch is located on the
HYD panel in the overhead switch panel (fig. 2-6-1). It is
a three-position center locked switch labeled 2 ON,
BOTH, and 1 ON. this switch can be used to turn off one
of the flight control systems, provided the other one is
operating. Turning off one of the flight control hydraulic
systems disables the corresponding AFCS and causes
the remaining AFCS to make full corrections. In addition,
the respective AFCS OFF and HYD FLT CONTR caution
capsules will illuminate. The FLT CONTR switch shall be
set to BOTH during all flight conditions.
At BOTH , both solenoid valves are deenergized open
and both flight control systems are pressurized. When
the FLT CONTR switch is set to 1 ON, the two-way sole-
noid valve on No. 2 power control module is energized
closed. This causes No. 2 pressure-operated valve to
close, depressurizing No. 2 system. When the FLT
CONTR switch is moved to 2 ON, the two-way solenoid
valve on No. 2 power control module is deenergized
TM 1-1520-240-10
open, and No. 2 system is pressurized. Simultaneously,
No. 1 solenoid valve closes and No. 1 system is turned
off.
2-6-4. Utility Hydraulic System.
The utility hydraulic system supplies hydraulic power to
the wheel brakes, power steering actuator, swivel locks,
centering cams, ramp actuating cylinders, hydraulic car-
go door motor, actuator for the center cargo hook, cargo/
rescue winch control valve, two engine starters. PTU;s
and APU start circuit. When the APU is running, the utility
hydraulic system is pressurized by an APU driven pump.
When the APU is not running and the rotors are turning,
the utility hydraulic system is pressurized by an aft trans-
mission driven pump.
The utility hydraulic system incorporates a pressure con-
trol module which isolates utility subsystems from each
other. When a failure occurs in one utility hydraulic sub-
system, the remaining subsystems continue to operate
normally if the BRK STEER and RAMP PWR switches in
the cockpit are set to OFF.
The APU starting subsystem of the utility hydraulic sys-
tem includes three accumulators which accelerate the
APU to start, maintain reservoir pressure throughout the
start cycle, and control operation of the APU motor pump.
The APU starting subsystem also includes a two-stage
hand pump for charging the APU start accumulators. The
APU is normally recharged by the APU motor-pump after
the APU is started. An additional accumulator in the
brake system provides for limited brake operation in the
event of utility hydraulic system failure. the steering sys-
tem also has an accumulator to keep the swivel locks
engaged when the BRK STEER switch is OFF.
Normal operating pressure range for the utility hydraulic
system is 2500 to 3500 psi. During APU operation pres-
sure is increased to approximately 3350 psi for engine
starting. (See table 2-15-1 for flight control and utility
hydraulic system capacities and fig. 2-15-3 for accumula-
tor precharge pressures.)
Figure 2-6-1. Hydraulics Control Panel
2-6-1
TM 1-1520-240-10
2-6-5. PWR XFER Switches.
The two-position PWR XFER (power transfer) 1 and 2
switches are located on the UTIL (utility) hydraulic por-
tion of the HYD control panel (fig. 2-6-1). Each switch is
labeled ON and OFF. If either switch is ON, 28-volt DC
opens the normally closed solenoid valve in the corre-
sponding PTU and open a valve in the pressure control
module. This allows utility hydraulic system pressure to
operate the hydraulic motor pump on that PTU, pressur-
izing the flight control hydraulic system. Consequently,
the flight controls can be operated on the ground for
maintenance and checks without the rotors turning.
When both switches ar ON, No. 1 and No. 2 flight control
hydraulic systems will be pressurized. Both hydraulic
motor pumps of the PTU’s supply pressure for flight con-
trol operation, When the switches are OFF, the solenoid
valves are closed and the flight controls cannot be oper-
ated unless the rotors are turning. Power for these
switches is supplied by the No. 2 DC bus through the
HYDRAULICS PWR XFER circuit breaker on the No. 2
PDP.
2-6-6. RAMP PWR Switch.
WARNING
When the RAMP PWR switch is at OFF, be
sure the RAMP CONTROL valve is not
moved from STOP. Operating the valve
from STOP to UP or DN may cause the
ramp to free fall.
The RAMP PWR switch is on the lower right side of the
UTIL hydraulic portion of the HYD control panel (fig.
2-6-1). The switch has three positions labeled ON, OFF,
and EMERG. At ON, the ramp isolation valve in the utility
system pressure control module is open, allowing sys-
tem pressure for normal ramp operation. At OFF, the
ramp isolation valve is closed, isolating the ramp system
from the remaining utility systems. This prevents loss of
utility system fluid if the ramp system fails. At EMERG,
electrical power is supplied to the RAMP EMER switch,
allowing the ramp and cargo door to be opened and
closed from the cockpit. Power to operate the RAMP
EMER switch and ramp isolation valve is supplied by the
No. 1 DC bus through the HYDRAULICS UTIL SYS
CONT circuit breaker on the No. 1 PDP.
2-6-7. BRK STEER Isolation Switch.
The BRK STEER isolation switch is on the HYD control
panel (fig. 2-6-1). It is a guarded two-position switch la-
beled ON and OFF. At ON, the brake and steering isola-
tion valve in the utility system pressure control module is
open, allowing system pressure for normal brake and
steering operation. At OFF, the brake and steering isola-
tion valve is closed, isolating the brake and steering sub-
2-6-2
systems from the remaining utility systems. ON is the
normal flight position. OFF is used when there has been
a hydraulic failure in the brake or steering system. Setting
the switch to OFF in this case prevents loss of system
fluid. This allows the remaining utility subsystems to con-
tinue to function normally. The brake system contains an
accumulator which allows limited system operation in a
hydraulic failure. The swivel lock system also has a small
accumulator which keeps the swivel locks locked with the
system isolated. Power to operate the BRK STEER
switch and valve is supplied through the HYDRAULICS
BRK STEER circuit breaker on the No. 1 PDP.
2-6-8. RAMP EMER Control Switch.
WARNING
The RAMP EMER control switch is in-
tended for emergency use only during
smoke and fume elimination procedures.
Inadvertent operation of the cargo ramp
and cargo door from the cockpit may re-
sult in injury to personnel or damage to
equipment.
The momentary, guarded, three-position RAMP EMERG
(ramp emergency) control switch is located on the UTIL
hydraulic portion of the HYD control panel (fig. 2-6-1).
This switch allows the pilot, in an emergency condition,
to raise or lower the ramp to a partially open, fully open,
or fully closed position. The switch is labeled UP, HOLD,
and DN (down), and is spring loaded to the center
(HOLD) position. the switch is active only when the
RAMP PWR switch is set to EMERG. For up operation,
the ramp will move only while the momentary switch is
held in the UP position, and will stop as soon as the
switch is released. For down operation, the switch has a
minimum 5 second function which allows the pilot to low-
er the ramp for 5 seconds by momentarily moving the
switch to DN and immediately releasing it. The down-
ward ramp movement will stop 5 seconds after the switch
is selected to the DN position (5 second timer circuit). If
the ramp and cargo door (ramp tongue) are in the fully
retracted into the ramp. The ramp can be further lowered
in 5 second intervals, by momentarily reselecting the DN
position when the ramp stops. The downward motion of
the ramp may be stopped at any time by momentarily
setting the RAMP EMERG switch to the UP position. The
ramp can also be lowered continuously (for more than 5
seconds) by holding the switch in the DN position until the
desired ramp lever is achieved.
At the UP or DN position, 28-volt DC activates the re-
spective up or down solenoid on the ramp control valve.
The ramp control valve handle moves to the selected
position, and the ramp repositions as selected. At HOLD,
electrical power is removed from both the up and down
solenoids. The ramp control valve handle moves to the
STOP position and the ramp remains locked in position.
Power for the switch is supplied by the No. 1 DC essential

bus through the RAMP PWR switch and the RAMP
EMER CONT circuit breaker on the No. 1 PDP.
2-6-9. Hydraulic System Service Module.
A service module, on there right side of the cargo
compartment above the ramp, provides for filling the two
flight control hydraulic system and the utility hydraulic
system. It consists of a filler assembly, a two-stage hand
pump, and a selector valve for selection of any of the
three hydraulic systems for filling.
2-6-10. Utility System Hand Pump.
A two-stage hand pump, on the right side of the cargo
compartment above the ramp, is used to pressurize the
APU start accumulators for APU starting. Also, in con-
junction with the EMERG UTIL PRESS controllable
check valve, it may be used to operate the ramp and
door.
2-6-11. EMERG UTIL PRESS Controllable Check
Valve.
The EMERG UTIL PRESS controllable check valve is
located above the hand pump. It allows APU start accu-
mulator pressure to be used for operation of the ramp or
any other subsystem (brakes, swivel locks, etc.). When
the APU motor pump or utility pump is not operating, it is
not necessary to use the hand pump unless the accumu-
lator is discharged. When the accumulator is discharged,
the EMERG UTIL PRESS controllable check valve in
conjunction with the hand pump may be used to operate
the ramp and hatch. The NORMAL position of the check
valve is used when the system is pressurized by the APU
TM 1-1520-240-10
or by the utility hydraulic pump. When the engines and
the APU are not operating, the controllable check valve
is set to OPEN, the ramp control handle is set to UP or
DN, and the hand pump is operated. When ramp move-
ment is completed, the ramp control handle is set to
STOP and the controllable check valve is set to NOR-
MAL. This valve may also be used in flight, in the event
of utility pump or system failure to provide accumulator
pressure to the subsystems.
2-6-12. Hydraulic Pressure Cautions.
Three hydraulic pressure caution capsules, one for each
flight control system and one for the utility hydraulic pres-
sure system, are on the master caution/advisory panel
( 712 ,fig. 2-14-5, 714A , fig. 2-14-6). They are labeled
712 NO. 1 HYD FLT CONTR, NO. 2 HYD FLT CONTR,
and UTIL HYD SYS, 714A HYD 1, HYD 2, and UTIL
HYD SYS. Each capsule is electrically connected to a
pressure switch in the corresponding control module.
Whenever hydraulic pressure drops below 1,800 psi in
one of the flight control systems or the utility system, that
system caution illuminates. The caution capsule extin-
guishes as increasing pressure approaches 2,300 psi.
Caution capsules operation is independent of hydraulic
pressure indicator operation. Power for these capsules
is supplied by the DC essential bus through the CAU-
TION PNL circuit breaker on NO. 1 PDP.
2-6-13. Hydraulic Pressure Indicators.
Three HYDRAULICS PRESSURE indicators (fig. 2-9-2),
one for each hydraulic system, are on the MAINTE-
NANCE PANEL. Refer to Section IX Utility Systems.
2-6-3/(2-6-4 blank)

SECTION VII. POWER TRAIN SYSTEM
2-7-1. General.
Engine power is supplied to the rotors through a mechan-
ical transmission system (fig, FO-1). This system con-
sists of a forward , a combining (mix), an aft, two engine
transmission, and drive shafting. An overrunning sprag
clutch is installed in each engine transmission. The
clutch provides a positive drive connection to transmit
power and permits freewheeling of both rotors when in an
actual autorotation or during a simulated power failure.
Because of the freewheeling feature, no drag will be
placed on the rotors if an engine (or engines) fails.
Power from the engine transmission is transmitted
through separate drive shafts to the combining (mix)
transmission. The combining (mix) transmission com-
bines the power of the engines and transmits it at re-
duced shaft speed to the forward and aft transmissions.
Further speed reductions occurs within the rotor trans-
mission.
Two AC generators, the No. 2 flight control hydraulic
pump, and the utility system pump are mounted on and
driven by the aft transmission. The No. 1 flight control
hydraulic pump is mounted on and driven by the forward
transmission.
2-7-2. Transmission Lubrication Systems.
The forward, aft, and combining (mix) transmissions
have independent main and auxiliary lubrication systems
which operate concurrently. Each transmission has a
filter with an impending bypass indicator. If the differential
pressure across the filter exceeds 15 to 18 psi, the by-
pass indicator will extend to indicate a partially clogged
filter. When the differential pressure reaches 25 to 30 psi,
lubrication oil will bypass the filter. Refer to table 2-15-1
for transmission oil system capacities, oil specifications,
and servicing procedures.
2-7-3. Forward Transmission.
The forward transmission lubricating system supplies
lubricating oil to the gears and bearings in the forward
transmission. Main system oil flows from the sump,
through the main oil pump, oil filter, cooler, and a jet
protection screen to jets from which the oil is discharged
to the various gears and bearings. Auxiliary system oil
flows from the auxiliary sump through the auxiliary oil
pump, and the auxiliary system filter to separate auxiliary
oil jets. An oil cooler mounted on the aft end of the trans-
mission around the input pinion cools mains system oil.
Air is forced through the cooler by a transmission-driven
fan.
2-7-4. Aft Transmission.
The aft transmission lubricating system supplies lubricat-
ing oil to the various gears and bearings in the aft trans-
mission and to the aft rotor shaft bearing. In addition, the
TM 1-1520-240-10
main lubrication system circulates cooling oil through the
two AC generators on the aft transmission. Transmission
oil flows from the sump through the main lube pump,
main filter, cooler, and the jet protection screen to jets
where the oil is sprayed onto the various gears and bea-
rings. In addition, after the oil leaves the jet protection
screen, alternate paths routes some of the lubricating oil
to the aft shaft bearing and cooling oil to the generators.
Auxiliary system oil flows from the auxiliary sump through
through the auxiliary pump and filter to the various gears
and bearings. The auxiliary system does not lubricate the
aft shaft bearing or the generators. An oil cooler mounted
on the aft end of the transmission cools main system oil.
Cooling air is drawn through the cooler by a transmis-
sion-driven fan.
2-7-5. Combining and Engine Transmission Lu-
brication Systems.
The combining (mix) transmission contains the oil reser-
voirs to supply lubrication oil to the various gears and
bearings in the combining (mix) transmission, No.1 en-
gine transmission, and the no. 2 engine transmission.
Two lubricating pump assemblies with four elements
each are within the combining (mix) transmission: left-
pump assemblies provides main lubrication to the com-
bining (mix) transmission and the no. 1 engine transmis-
sion. The right pump assembly provides auxiliary
lubrication to the combining (mix) transmission and lubri-
cates the No. 2 engine transmission. Each pump assem-
bly contains two pumping elements and two scavenge
elements.
Combining transmission main lubrication oil flows from
the combining (mix) transmission oil reservoir through
the left pump assembly, filter, cooler, jet protection
screen, and to the jets which spray the oil onto the vari-
ous gears and bearings. One of the scavenge elements
of the left pump assembly returns the oil from the combin-
ing (mix) transmission sump to the combining (mix)
transmission oil reservoir. The auxiliary lubrication oil
flows from the combining (mix) transmission auxiliary oil
reservoir to the right pump assembly, auxiliary lubrication
filter, and to the jets which spray the oil on the various
gears and bearings. One of the scavenge elements of the
right pump assembly returns the oil from the combining
(mix) transmission sump to the combining (mix) trans-
mission oil reservoir. the right pump assembly does not
route oil through a cooler.
No. 1 engine transmission oil flows from the No. 1 engine
transmission oil reservoir on the combining (mix) trans-
mission through the left pump assembly, filter, cooler, jet
protection screen, and to the jets which spray the oil on
to the various gears and bearings. One of the scavenge
elements of the left pump assembly returns the oil from
No. 1 engine transmission sump through a debris indicat-
ing screen and back to the No. 1 engine transmission oil
reservoir. No. 2 engine transmission oil flows from the
2-7-1
TM 1-1520-240-10

No. 2 engine transmission oil reservoir on the combining may not immediately indicate a transmission problem.
(mix) transmission through the right pump assembly, fil- Loss of oil or low oil pressure may not be accompanied
ter, cooler, jet protection screen, and to the jets which by high oil temperature indication.
spray the oil onto the various gears and bearings. One of
the scavenge elements of the right pump assembly re-
turns the oil from the No. 2 engine transmission sump
through a debris indicating screen and back to the No. 2
engine transmission oil reservoir. Engine transmissions
do not have auxiliary lubrication systems.
All No. 1 and No. 2 engine transmission lubrication sys-
tem components are on the combining (mix) transmis-
sion except the jet protection screen and jets. Separate
oil jets are utilized for each transmission lubrication oil
system. The individual oil cooler for the combining (mix)
and both engine transmissions are mounted on the com-
bining (mix) transmission and utilize a common transmis-
sion driven fan for cooling air.
2-7-6. Transmission Main Oil Pressure Indicator.
A transmission main oil pressure indicator is located on
the center instrument panel (fig. 2-7-1). It indicates either
the lowest main oil pressure in any one of the transmis-
sions or only the oil pressure in the transmission selected
by the pilot. The indicator is electrically connected to
each transmission. In addition, each transmission and
the aft rotor shaft bearing has a separate low pressure
switch. These switches are connected to the XMSN OIL
PRESS caution capsule on the master caution and the
TRANSMISSION MAIN OIL PRESS indicating lights on
the MAINTENANCE PANEL (fig. 2-10-1). Power to oper-
ate the indicator is supplied by the No. 1 AC bus through
the XMSN OIL PRESS circuit breaker on the No. 1 PDP.
2-7-7. Transmission Main Oil Pressure Selector
Switch.
A transmission oil pressure selector switch is located on
the center instrument panel (fig. 2-7-1). The switch posi-
tions are labeled TEST, SCAN, FWD, AFT, MIX, LEFT, Figure 2-7-1. Transmission Main Oil Pressure
and RT. When the switch is set to TEST, the pointer on Indicator and Selector Switch
the transmission pressure indicator will drop to zero or
below. When the switch is set to SCAN, the lowest main
oil pressure among all the transmission will be indicated.
The remaining positions are used to select a particular Each temperature probe incorporates a high oil tempera-
transmission oil pressure indication. When selecting a ture switch which is independent of the temperature indi-
particular switch position, be sure the switch is in detent. cator and is triggered at 140_C, lighting the XMSN OIL
If the switch is not in detent, the pressure gage will indi- HOT caution capsule on the master caution panel and to
cate zero. the TRANSMISSION OVERTEMP magnetic indicator on
the MAINTENANCE PANEL. Power to operate the indi-
2-7-8. Transmission Main Oil Temperature Indica- cator is supplied by the No. 1 AC bus through the XMSN
tor. OIL TEMP circuit breaker on the No. 1 PDP.
A transmission oil temperature indicator is located on the
2-7-9. Transmission Main Oil Temperature Selector
center instrument panel (fig. 2-7-2). It reads from –70_ to
Switch
+150_C. It indicates the highest oil temperature among
all the transmissions or only the oil temperature of the A transmission oil temperature selector switch is on the
selected transmission. A temperature probe is located in center panel below the transmission oil temperature indi-
the forward and aft transmission sumps and in each cator (fig. 2-7-2). The switch positions are labeled TEST,
compartment of a three-compartment oil tank for the SCAN, FWD, AFT, MIX, LEFT, and RT. When the switch
combining (mix) transmission and in each engine trans- is set to TEST, the pointer on the transmission oil temper-
mission. The temperature probes in the three tank ature indicator deflects full scale toward low temperature.
compartments measure oil temperature in the tank and .When the switch is set to SCAN, the highest oil tempera-

2-7-2

ture among all transmissions is indicated. The remaining
positions are used for selecting a particular transmission
fied by the oil temperature selector switch oil temperature
indication. When selecting a particular switch position,
be sure the switch is in detent. If the switch is not detent,
the oil temperature indicator will indicate –70_C.
Figure 2-7-2. Transmission Main Oil Temperature
Switch and Indicator
2-7-10. Transmission Oil Cautions.
Five transmission oil caution capsules are on the master
caution panel. The capsules are labeled XMSN OIL HOT,
XMSN OIL PRESS, XMSN AUX OIL PRESS, and
712 NO. 1 AND NO. 2 ENG XMSN HOT, 714A ENG 1
or ENG 2 XMSN HOT. These cautions, in conjunction
with the transmission oil pressure and temperature indi-
cators on the center instrument panel and the TRANS-
MISSION OVERTEMP magnetic indicators, MAIN OIL
PRESS, and AUX OIL PRESS indicating lights on the
MAINTENANCE PANEL, alert the crew to impending
transmission lubrication problems. The cautions operate
independently of the pressure and temperature indica-
tors on the center instrument panel.
TM 1-1520-240-10
a. XMSN OIL HOT Caution. It illuminates when the
main oil temperature in the sump of the forward, aft and
reservoir of the combining (mix) or either engine trans-
mission exceeds 140_C. The hot transmission is identi-
fied by the oil temperature selector switch and indicator
and the TRANSMISSION OVERTEMP magnetic indica-
tors on the MAINTENANCE PANEL.
b. XMSN OIL PRESS Caution. It illuminates when
main oil pressure drops below 20 psi in any transmission
or aft rotor shaft pressure drop below 10 psi. The low-
pressure system is identified by the transmission oil pres-
sure selector switch and indictors on the center instru-
ment panel and the TRANSMISSION MAIN OIL PRESS
indicating lights on the MAINTENANCE PANEL. If the
XMSN OIL PRESS caution capsule illuminates and the
affected transmission cannot be determined using the
selector switch, the condition may be caused by loss of
aft rotor shaft oil pressure. Low oil pressure at the aft rotor
shaft is indicated by the illumination of the TRANSMIS-
SION AFT SHAFT MAIN OIL PRESS indicating light on
the MAINTENANCE PANEL.
c. XMSN AUX OIL PRESS Caution. It is activated
by individual aux oil switches and illuminates when auxil-
iary oil pressure drops below 20 psi in the fwd or aft
transmission and 10 psi in the combining (mix) transmis-
sion. The transmission with the low pressure is identified
by a lit TRANSMISSION AUX OIL PRESS indicating light
on the MAINTENANCE PANEL.
d. 712 NO. 1 or NO. 2 ENG XMSN HOT, 714A
ENG 1 XMSN HOT or ENG 2 XMSN HOT Caution. They
illuminate if oil temperature in either engine transmission
exceeds about 190_C. The capsules are activated by a
thermoswitch in each engine transmission. The thermo-
switch monitors oil temperature in the transmission, not
in the reservoir. It is part of a chip detector and tempera-
ture assembly in each engine transmission.
2-7-11. Transmission Chip Detectors.
Chip detectors are installed in all transmission and aft
rotor shaft thrust bearing lubrication systems. All trans-
mission chip detectors, except those in the engine trans-
mission, are connected to the XMSN CHIP DET caution
capsule on the master caution panel. Engine transmis-
sion chip detectors are connected to the corresponding
712 NO. 1 or NO. 2 ENG CHIP DET, 714A ENG 1 or
ENG 2 CHIP DET caution capsules.
All transmissions and aft rotor shaft chip detectors are
also connected to the TRANSMISSION CHIP DETEC-
TOR magnetic indicators on the MAINTENANCE PAN-
EL. When a chip detector is bridged by ferrous particles,
the XMSN CHIP DET, or the 712 NO. 1 and/or NO. 2
ENG CHIP DET, 714A ENG 1 and/or ENG 2 CHIP DET
caution capsule illuminates. At the same time, the corre-
sponding TRANSMISSION CHIP DETECTOR indicator
on the MAINTENANCE PANEL will trip and change from
an all-black indication to a black-and-white indication,
identifying the transmission.
2-7-3
TM 1-1520-240-10
2-7-12. Transmission Chip Detectors Fuzz Burn-
Off.
Helicopters equipped with the chip detector fuzz burn-off
system in the forward, combining (mix), aft, No.1 and No.
2 engine transmission, and aft rotor shaft thrust bearing
are identified by a module labeled PWR MDL CHIP
BURN-OFF located below the MAINTENANCE PANEL.
The chip detector fuzz burn-off system employs an oper-
ated fuzz burn-off electrical circuit with the ability to elimi-
nate nuisance automatically chip lights caused by minute
ferrous metallic fuzz or ferrous metallic particles on the
transmission chip detectors. The response time of the
fuzz burn-off circuit is more rapid than that of the helicop-
2-7-4
ter warning system; thus a successful fuzz burn-off will
be accomplished before any caution capsule on the mas-
ter caution panel illuminates. Should the particle or par-
ticles not burn off, the XMSN CHIP DET caution will illu-
minate. Also, the corresponding TRANSMISSION CHIP
DETECTOR or ENGINE CHIP DETECTOR magnetic
indicator on the MAINTENANCE PANEL will latch. Pow-
er for the PWR MDL CHIP BURN-OFF is supplied by the
No. 1 DC bus through the HYDRAULICS MAINT PNL
circuit breaker on the No. 1 PDP.

SECTION VIII. ROTOR SYSTEM
2-8-1. General.
Lift is produced by a rotor system consisting of two fully
articulated counter-rotating rotors. Each rotor has three
fiberglass blades. The forward rotor is driven by the for-
ward transmission through a rotor drive shaft. The aft
rotor is driven by the aft transmission through a vertical
drive shaft.
The rotor head consists of a hub connected to three
pitch-varying shafts by three horizontal hinge pins.
These pins permit blade flapping. Stops on the top and
bottom of the hub limit the blade flapping motion. The aft
rotor head is equipped with centrifugal droop stops which
provide increased blade flapping angle for ground and
flight operation.
Covers may be installed on the centrifugal droop stop
operating mechanism. The covers prevent ice accu-
mulation on the mechanism and ensure proper droop
stop operation following flight in icing conditions. For in-
formation on use of the droop stop covers, refer to Chap-
ter 8, Section IV.
Mounted coaxially over the pitch-varying shafts are pitch-
varying housings to which the blades are attached by
vertical hinge pins. These pins permit blade leading and
lagging. Each pitch-varying shaft is connected to the
pitch-varying housing by a laminated tie bar assembly.
The high tensile strength and low torsional stiffness of the
tie bar retains the blade against centrifugal force and
allows blade pitch changes about the pitch axis.
Blade pitch changes are accomplished by three pitch-
varying links connected from the rotating ring of the
swashplate to the pitch-varying housing on each rotor
blade. Cyclic pitch changes are accomplished by tilting
the swashplate. Collective pitch changes are accom-
plished by vertical movement of the swashplate. Com-
bined collective and cyclic pitch change result from com-
bined control inputs by the pilot.
A direct-action shock absorber is attached to the blade
and to the pitch-varying housing. When the inboard end
TM 1-1520-240-10
of the shock absorber is disconnected, the blade can be
folded in either direction about the vertical hinge pin.
2-8-2. Rotor Blades.
a. Each rotor blade consists of D-shaped fiberglass
spar assembly and a Nomex fairing assembly bonded to
the spar. The blade chord is 32 inches.
b. A titanium nose cap is bonded to the leading edge
of the spar. A nickle erosion cap is bonded to the blade
along the outer 54 inches of leading edge. This cap pro-
tects the part of the blade most vulnerable to erosion.
c. The fairing assembly is bonded to the trailing
edge of the spar. These fairings are constructed of a
Nomex honeycomb core covered with fiberglass skin.
Wire mesh screens are embedded in the fiberglass skin
at the tip and the trim tab. the wire mesh screens provide
an electrical path to the rotor hub from the metal trim tab
and tip for lightning protection. Also, to provide lightning
protection, each blade has two lightning cables and two
straps. The cables and straps complete the path from the
wire mesh to the rotor head.
d. Balance and tracking weights are installed in the
tip of spar and fairing assembly. The tracking weights are
removable and are used for blade track and balance.
2-8-3. Rotor Tachometers.
Two rotor tachometer (16, fig. 2-1-7 and fig. 2-1-9), one
mounted on the pilot instrument panel, the other
mounted on the copilot instrument, indicate percent of
rotor revolutions per minute (RRPM). A small needle on
the tachometer indicates percent RPM from 0 to 60. The
large needle indicates percent RPM from 60 to 130. The
RRPM sense signal is supplied by the AC generators.
generator No. 1 supplies the copilot indicator and gener-
ator No. 2 supplies the pilot indicator. Power to operate
the indicators is supplied by the DC essential bus through
the ROTOR TACH circuit breaker on the No. 1 and No.
2 PDP.
2-8-1/(2-8-2 blank)

SECTION IX. UTILITY SYSTEMS
2-9-1. Anti Icing Systems.
Anti icing is provided for the pitot tubes, AFCS yaw ports,
and pilot and copilot windshields. The center windshield is
not anti-iced, it is only defog.
2-9-2. ANTI ICE Panel.
The ANTI ICE panel is located on the overhead switch
panel (fig. 2-9-1). It has three two-position W/S (wind-
shield) switches labeled CPLT, CTR, and PLT. The
switches positions are OFF and ON. In addition, a two-
position PITOT heat switch is in this panel. The switch
positions OFF and ON.
Power for the pilot and center windshields is from the No.
2 AC bus through the WSHLD ANTI ICE HEAT PILOT
and CTR circuit breakers. Power for the copilot wind-
shield is from the No. 1 AC bus through the WSHLD
COPLT HEAT circuit breaker on the No. 1 PDP. Anti-ice
control for the pilot and center windshield is from the
28-volt No. 2 DC bus through the WSHLD ANTI ICE
CONT CTR and PILOT circuit breakers on the No. 2 PDP.
Anti-ice control for the copilot windshield is from the
28-volt No. 1 DC bus through the WSHLD COPLT CONT
circuit breaker on the No. 1 PDP. Power to operate the
heater elements in the pitot tubes and yaw ports is sup-
plied by the No. 2 AC bus through the PITOT HEAT and
YAW PORT HEAT circuit breakers on the No. 2 PDP.
a. W/S Switches. The pilot and copilot windshields
are anti-iced and defogged electrically. The center wind-
shield is defogged but not anti-iced. The laminated wind-
shield panels are heated electrically by current which
passes through a transparent conductive coating em-
bedded between the layers.
Figure 2-9-1. Anti Ice Panel
TM 1-1520-240-10
CAUTION
If windshield bubbling or delamination oc-
curs around the sensor element, immedi-
ately place switch to OFF for that wind-
shield.
When any switch is moved to ON, current flows to the
associated temperature controller and then to the wind-
shield. As the temperature of the windshield rises to a
preset value (about 44_), as sensed by the sensor ele-
ment, the electrical current to the windshield is inter-
rupted by the temperature control relay. Once the wind-
shield has cooled sufficiently, electrical current is
reapplied. This causes a cycling effect which maintains
windshield temperature within operating limits.
Operating temperature is on in less than 1 minute after
the switch is placed to on. When the switch is placed to
OFF, the anti-icing system is deenergized.
b. PITOT Heat Switch. Heating elements prevent
ice accumulation in the pitot tubes and the yaw ports.
When the PITOT switch is placed to ON, power to the
heater elements in the pitot tubes and yaw ports is ap-
plied. When the switch is placed to OFF, the heating
elements are deenergized.
2-9-3. MAINTENANCE PANEL.
The MAINTENANCE PANEL is on the right side of the
cabin above the ramp (fig. 2-9-2). The panel is provided
to assist in the identification of system malfunction or
condition that may require servicing or other mainte-
nance. The panel is divided into four sections. They are
labeled TRANSMISSION, HYDRAULICS, ENGINE, and
GROUND CONTACT.
2-9-4. TRANSMISSION Section.
This section monitors the FWD, COMB, AFT, AFT
SHAFT, LEFT, and RIGHT transmissions. It consists of
six CHIP DETECTOR magnetic indicators, six DEBRIS
SCREEN a magnetic indicators, six MAIN OIL PRESS
indicating PRESS-TO-TEST lights, three AUX OIL
PRESS indicating PRESS-TO-TEST lights, and five
OVERTEMP magnetic indicators. Power to operate the
indicators is supplied by the No. 1 DC bus through the
HYDRAULIC MAINT PNL circuit breaker on the No. 1
PDP.
a. CHIP DETECTOR Magnetic Indicators. When
the corresponding CHIP DETECTOR is bridged by fer-
rous particles, the associated chip detector indicator
changes from all-black to black-and-white. In addition,
the XMSN CHIP DET or ENG CHIP DET caution capsule
illuminates on the master caution panel.
2-9-1
TM 1-1520-240-10
LEFT RIGHT
Figure 2-9-2. Maintenance Panel
b. DEBRIS SCREEN Magnetic Indicators. There is
one indicator each for the FWD transmission, AFT trans-
mission, and the Left (No. 1) and Right (No. 2) engine
transmissions. There are two indicators for the COMB
transmission. one indicator for the left sump and one indi-
cator for the right sump.
NOTE
Their is no cockpit indication of a latched DE-
BRIS SCREEN magnetic indicator. If a DE-
BRIS SCREEN magnetic indicator latches,
the flight engineer shall advise the pilot imme-
diately.
The indicators are electrically connected to screens in
the sumps of each transmission. If the screen mesh is
bridged with conductive particles, the indicating circuit
closes and trips the corresponding DEBRIS SCREEN
magnetic indicator on the MAINTENANCE PANEL.
c. MAIN OIL PRESS indicating Lights. If main oil
pressure drops below 20 psi in any transmission or 10
psi in the aft shaft bearing, the corresponding indicating
light will illuminate. in addition, the XMSN OIL PRESS
caution will illuminate on the master caution panel.
2-9-2
d. AUX OIL PRESS indicating Lights. If auxiliary oil
pressure drops below 20 psi in the FWD or AFT trans-
mission or 10 psi in the COMB transmission, the corre-
sponding indicating light will illuminate. In addition, the
XMSN AUX OIL PRESS caution will illuminate on the
master caution panel.
e. OVERTEMP Magnetic Indicators. Each OVER
TEMP magnetic indicator is electrically connected to a
temperature probe in the reservoir of each transmission.
If oil temperature in the transmission reservoir exceeds
140_C, a switch closes. When the switch closes, the
XMSN OIL HOT caution illuminates on the master cau-
tion panel and trips the corresponding OVERTEMP mag-
netic indicator on the MAINTENANCE PANEL, thus iden-
tifying the hot transmission.
2-9-5. HYDRAULICS Section.
This section monitors the FLT CONT NO 1, FLT CONT
NO 2, and UTILITY hydraulic systems. It consists of three
PRESSURE indicators, three fluid TEMPERATURE indi-
cators, two RESERVOIR LEVEL indicators, six FILTER
CHANGE indicating PRESS-TO-TEST lights, and four
PUMP FAULT indicating PRESS-TO-TEST lights. Power
to operate the indicators is supplied by the No. 2 DC bus

through the HYDRAULICS MAINT PNL LTS circuit
breaker on the No. 2 PDP.
a. PRESSURE Indicators. The FLT CONT NO. 1
and NO. 2 PRESSURE indicators are electrically connected
to a corresponding pressure transmitter on the respective
power control module. The UTILITY PRESSURE indicator
is electrically connected to a pressure transmitter on the
pressure control module. Indicator operation is independent
of caution capsule operation. Power to operate the indica-
tors is supplied by the No. 2 DC bus through the HY-
DRAULICS PRESS IND circuit breaker on the No. 2 PDP.
b. TEMPERATURE Indicators. The indicators are
below the PRESSURE indicators. They indicate the temper-
ature of the hydraulic fluid at the outlet of the corresponding
reservoir-cooler. Power to operate the indicators is supplied
by the No. 2 DC bus through the HYDRAULICS FLUID
TEMP circuit breaker on the No. 2 PDP.
c. RESERVOIR LEVEL Indicators. The left indicator
is dedicated to the No. 1 and No. 2 flight control hydraulics
system. In addition, a two–position FLT CONT switch la-
beled NO. 1 and NO. 2 is used to select the system of which
the fluid level is to be indicated. The reservoir should be
serviced to the FULL mark before flight. The right indicator
is dedicated to the utility hydraulic system. When the push-
button LEVEL CHECK switch is pressed, the fluid level in
each reservoir-cooler will be indicated by the appropriate
indicator.
d. FILTER CHANGE Indicating Lights. The indicat-
ing lights are arranged in three sets of two for each hydraulic
system. Each set of indicating lights are labeled PRESS and
RTN. The PRESS indicating light in each set monitors the
pressure line filter in each system. The RTN indicating light
monitors the return line filter in each system. When the
pressure drop across a filter exceeds 75 psi, indicating
impending filter bypass, the corresponding filter change indi-
cating light will illuminate. Power to operate the filter change
indicating lights is supplied by the No. 2 DC bus through the
HYDRAULICS MAINT PNL LTS circuit breaker on the No.
2 PDP.
e. PUMP FAULT Indicating Lights. The indicating
lights are labeled NO. 1, NO. 2, APU, and UT. They are
connected to sensors in the case drain line of each pump.
If the flow rate from the case drain of a pump increases to
the point which causes an increased pressure drop across
the sensor, the sensor turns on the corresponding PUMP
FAULT light ( a high flow rate from the case drain of a pump
may indicate impending pump failure). Power to operate the
lights is supplied by the No. 1 DC bus through the HY-
DRAULICS MAINT PNL circuit breaker on the No. 1 PDP.
2-9-6. ENGINE CHIP DETECTOR Section.
This section consists of two magnetic indicators labeled
NO. 1 and NO. 2. When the corresponding ENGINE CHIP
DETECTOR is bridged by ferrous particles, the associated
chip detector indicator changes from all-black to black-and-
TM 1-1520-240-10
white. In addition, the ENG CHIP DET caution will illumi-
nate on the master caution panel.
2-9-7. GROUND CONTACT Section.
CAUTION
Should either or both GROUND CONTACT
indicating lights remain illuminated after
lift-off to hover, the indicated system(s)
DASH will not function properly in forward
flight. If both GROUND CONTACT indicat-
ing lights remain illuminated after lift-off,
the AUTO function of both cyclic trims
system will be inoperative.
This section consists of two indicating lights labeled L and
R. When the landing gear proximity switch is activated, the
appropriate GROUND CONTACT indicating light will illumi-
nate.
2-9-8. GND Switch.
NOTE
While in flight, the flight engineer shall alert
the pilot when placing the GND switch on the
MAINTENANCE PANEL to TEST. Placing the
switch to TEST will cause the NO. 1 and NO.
2 ENG CHIP DET, XMSN OIL HOT and
XMSN CHIP DET cautions to illuminate.
The GND switch allows the flight engineer to perform a BITE
(Built In Test Equipment) test on the circuitry of the MAINTE-
NANCE PANEL. The switch is springloaded and locked at
center-off position. At TEST, a black and white display ap-
pears on all magnetic BITE indicators. At RESET, all mag-
netic BITE revert to an all-black indication. Power is supplied
to the switch by the No. 1 DC bus through the HY-
DRAULICS MAINT PNL circuit breaker No. 1 PDP.
2-9-9. Windshield Wipers.
CAUTION
To prevent windshield damage, do not op-
erate windshield wipers when windshield
are dry.
Two electrically driven windshield wipers (3, fig. 2-1-3) are
installed, one on each pilot windshield. One motor operates
both wipers through two flexible shafts and two windshield
wiper converters. The windshield wiper motor is controlled
by the W/S (windshield) WIPER switch located on the over-
head switch panel. Power is supplied by the No. 2 DC bus
through the WSHLD WIPER circuit breaker on the No. 2
PDP.
The W/S WIPER switch has five positions labeled OFF,
SLOW, MED, FAST, and PARK. Wiper speed can be ad-
justed as desired, by rotating the switch from OFF. At OFF,
the wipers will stop immediately at any position on the arc
2-9-3
TM 1-1520-240-10
of travel. At PARK, the wipers stop and reposition against the
inside windshield frame.
2-9-10. Map and Data Case.
The map and data case is in the passageway. It holds
manuals, maps and other data.
2-9-11. Cockpit Rearview Mirror.
A rearview mirror is installed on the right center wind-
shield support to enable the pilot to observe the cargo
compartment.
2-9-12. Spare Lamp Stowage Box.
The spare lamp stowage box is in the cockpit on top of
the No. 1 PDP. Spare lamps are provided for the instru-
ment post lights, instrument light shields, dome lights,
cabin and ramp lights, and nacelle work lights.
2-9-13. Cockpit Utility Receptacles.
Two 28-volt DC utility receptacles are in the cockpit, one
on No. 1 PDP and one on No. 2 PDP. Each receptacle is
labeled UTIL RCPT 28V DC. Power to operate the copilot
receptacle is supplied by the No. 1 DC bus through the
UTILITY COPLT circuit breaker on the No. 1 PDP. Power
to operate the pilot receptacle is supplied by the No. 2 DC
bus through the UTILITY RCPT PILOT circuit breaker on
the No. 2 PDP.
2-9-14. AC Cabin Utility Receptacles.
A 115 volt, single-phased 400 Hz AC utility receptacle
and a 200 volt 3-phase 400 Hz AC utility receptacle are
on each side of the cabin at sta 320. The receptacles are
accessible after the acoustical access cover and the re-
2-9-4
ceptacle dust cap are removed. Power to operate the 115
volt receptacles is supplied by the No. 1 and No. 2 AC
buses through the LH and RH UTIL RCPT circuit break-
ers on the No. 1 and No. 2 PDP. Power to operate the 200
volt receptacles is supplied by the No. 1 and No. 2 AC
busses through the LH and RH CABIN AC RCPT
3-phase circuit breakers on the No. 1 and No. 2 PDP.
2-9-15. DC Cabin Utility Receptacles.
Four 28-volt DC utility receptacles with three outlets are
on the sidewalls of the cargo compartment. Power to
operate the left cabin utility receptacles is supplied by the
No. 1 DC bus through the UTILITY LH FWD and LH AFT
circuit breakers on the No. 1 PDP. Power to operate the
right cabin utility receptacles is supplied by the No. 2 DC
bus through the UTILITY RCPT RH AFT and RH FWD
circuit breakers on the No. 2 PDP.
2-9-16. Ash Trays.
Three ash trays may be installed in the cockpit, one for
each pilot and one for the troop commander.
2-9-17. Compass Correction Card Holder.
The magnetic compass correction card holder is at-
tached to the left side of the magnetic compass. The card
contains the necessary deviation values which are ap-
plied to the indicated reading.
2-9-18. Pilot Assist Straps.
Two assist straps are attached to the center window
frame of the cockpit structure to provide the pilots with a
hand hold while getting into the seats. The assist straps
can be positioned flat against the structure after use.
 TM 1-1520-240-10

SECTION X. HEATING, VENTILATION, COOLING, AND ENVIRONMENTAL

CONTROL SYSTEMS
2-10-1. Heating and Ventilating System.

A 200,000 btu/hr capacity internal combustion heating

system is provided. it consists of a heater unit, a fuel
control unit, an ignition assembly, a blower, control re-
lays, and air pressure and temperature control circuits.
Ducting carries heated air or ventilating air to the cockpit
and the cabin. The heater consumes approximately 15
pounds of fuel per hour from the right main fuel tank.

The heater and blower are mounted vertically on the right

side of the helicopter, immediately aft of the forward cab-
in section bulkhead. Air for the system is provided by the
blower which draws air from an inlet on the forward upper
side of the fuselage. If sufficient air is not available for
proper heater operation, an automatic differential pres-
sure switch in the heater circuit will stop the heater.

Both ventilating and combustion air enters the heater

inlet. The heating air passes over the heated metal walls
of the combustion chamber and is directed to a network
of ducting. The air entering the combustion chamber is
combined with atomized fuel and, after combustion that
heats the metal walls, the exhaust is discharged through
an outlet on the forward upper side of the fuselage. Pow-
er to operate the blower is supplied by the No. 2 AC bus
through the CABIN HEATER BLOWER circuit breaker on
the No. 2 PDP. Power to the rest of the system is supplied
by the No. 2 DC bus through the CABIN HEATER CONT
circuit breaker on the No. 2 PDP. Figure 2-10-1. HTG Panel

2-10-2. HTG Panel.

The HTG (heating) panel (fig. 2-10-1) is located on the
overhead switch panel (fig. 2-1-10). It consists of a rheo-
stat-type CABIN TEMP SEL rotary switch, a three-posi-
tion heater function switch, and a spring-loaded push-
buttton HTR START switch.
a. CABIN TEMP SEL Rotary Switch. The CABIN
TEMP SEL rotary switch is labeled COOL and WARM.
This switch operates in conjunction with the temperature
controller relay in the heater circuit and with a cabin ther-
mostat. One set contacts on the temperature controller
relay closes to complete a circuit to the fuel control sole-
noid valve. This allows fuel to be delivered to the heater.
The second set of contacts on the temperature controller
relay closes to complete the circuit to the heater windings
in the cabin thermostat. The heater windings heat a col-
umn of mercury in the thermostat, causing it to rise.
When the mercury column reaches a 34_C contact, the
temperature control relay is shunted, causing its contacts
to open and interrupt the circuit to the fuel control sole-
noid valve. This stops heater operation by shutting off the
fuel supply to the heater.
The circuit to the thermostat heater winding is also inter-
rupted, allowing the winding to cool and the mercury
column to contract, thus reenergizing the temperature
controller relay. this creates a cycling effect, the rate of
which can be varied by increasing or decreasing the
resistance between the temperature selector and he
thermostat heating winding. Resistance is varied by turn-
ing the CABIN TEMP SEL rotary switch. this increase or
decrease in resistance directly varies the time the heater
is allowed to operate before being automatically cycled.
b. Heater Function Switch. The heater function
switch is labeled BLWR ONLY , OFF, and HTR ON. The
switch selects the desired feature of the heating and
ventilating system. When the switch is set to BLWR
ONLY, the blower forces unheated air into both the cock-
pit and cabin. Further movement of the heater controls is
not required. Selecting HTR ON energizes the various
units of the heater once the HTR START switch is pres-
sed. The heating and ventilating system is shut down
when the switch is set to OFF.
c. HTR START Switch. When HTR ON is selected
on the heater function switch and the HTR START switch
is pressed, the heater control circuits are energized. The

2-10-1
TM 1-1520-240-10
blower starts and purges the heater combustion cham-
ber of any unburned fuel, while the remainder of the
circuit remains inactive because of a 10 to 15 second
time-delay relay. After the time-delay relay is energized,
the ignition assembly is powered and the master fuel
solenoid valve opens, allowing fuel to flow to the heater
fuel control unit to complete the start.
2-10-3. Cockpit Air Knob.
Two cockpit air knobs (15, fig 2-1-7 and 9, fig. 2-1-9) are
in the lower outboard corner of both the pilot and the
copilot instrument panels. The knobs are labeled PULL
FOR COCKPIT AIR. Each knob controls a valve on the
heater ducting which regulates the airflow to the cockpit.
2-10-4. Air Control Handles.
Two air control handles are mounted through a placard
on the right side of the canted console. The placard is
labeled AIR CONTROL PULL FOR ON with each handle
labeled COCKPIT DEFOG OR DEFROST and CABIN
AIR. By pulling the DEFOG or DEFROST handle, heater
or ventilating air is directed to the cockpit nose enclosure
ducting. The airflow is directed to the transparent portion
of the jettisonable doors and nose enclosure providing
defrosting as well as additional forward cockpit section
heating. When the CABIN AIR handle is pulled, heated
or ventilating air flows through the ducting to the cabin.
2-10-2
2-10-5. Cabin Heat Controls.
Fourteen manually adjustable outlets are provided in the
cabin for the comfort of the passengers.
2-10-6. Heater Caution.
NOTE
Since the HEATER HOT caution will not extin-
guish until the temperature in the combustion
chamber is below 177_C, it may take several
attempts at restarting the heater before
HEATER HOT caution extinguishes.
A heater caution capsule labeled 712 HEATER HOT,
714A HTR HOT is on the master caution panel (fig.
2-14-6). This caution indicates failure of the automatic
temperature control circuit. If air temperature in the heat-
er rises to 177_C, an overheat switch deenergizes the
automatic temperature controller relay, shuts off the
heating system, except the blower, and activates the
712 HEATER HOT, 714A HTR HOT caution. The heat-
ing system will not operate until the blower has lowered
the heater temperature to normal and the HTR START
switch is pressed. Even though the temperature in the
combustion chamber has lowered, the 712 HEATER
HOT, 714A HTR HOT caution will not extinguish until the
HTR START switch is pressed.

SECTION XI. ELECTRICAL POWER SUPPLY AND DISTRIBUTION SYSTEMS
2-11-1. Electrical Power Supply System.
Alternating current (AC) is the primary source of power
to operate the electrical and electronic equipment. Three
AC generators, two driven by the aft transmission and
one driven by the APU, produce 115/200-volt 3-phase
400-Hz power. The system develops 28-volt DC through
two transformers rectifiers (RECT) one each in the for-
ward section of the left and right fuselage pods. DC is
also supplied by a 24-volt nickel-cadmium battery.
Both 115/200-volt 3-phase AC and 28-volt DC can be
supplied by operating the APU or by connecting an AC
external power source to the external power receptacles
(fig. 2-11-1). If the APU is running or AC external power
is connected, DC power is supplied by the helicopter
transformer rectifiers (RECT). If only DC external power
is supplied, AC power is not available on the helicopter.
Circuits are protected by circuit breakers (fig. FO-2 and
FO-5). The electrical load is divided between the two AC
generators (fig. FO-3 and FO-6). Should one generator
fail, the other will automatically take over the entire load.
When APU is running, its single generator powers the
entire load.
Figure 2-11-1. External Power Receptacles
TM 1-1520-240-10
2-11-2. AC System.
The AC system supplies 115/200-volt three-phase
400-Hz power from No. 1 AC generator to No. 1 three-
phase AC bus and from No. 2 AC generator to the No. 2
three-phase AC bus (fig. FO-3 and FO-6). The AC equip-
ment is powered by these buses. Some of the equipment
is operated by 115-volt single-phased AC and some
equipment by 26-volt AC power supplied through the
transformers.
The AC system is protected from overvoltage, undervol-
tage, and underfrequency conditions by generator con-
trol units. The generators will be disconnected from the
AC buses any time the RRPM drops below 82 to 85
percent for more than 3 to 7 seconds. The AC power
distribution system has four power sources, a contactor,
control circuit, an AC power transfer circuit, and two AC
buses.
The No. 1 and No. 2 generator power sources are two
main generators driven directly by the aft transmission.
The APU generators is driven directly by the APU. The
external power source is an AC power supply connected
to the helicopter.
No. 1 and No. 2 generators feed their respective buses.
If No. 1 and No. 2 generator fails (or are shut down), the
failed generator is isolated from its bus and the operating
generator feeds both buses. When No. 1 or No. 2 or both
generators are operating, APU generator and external
power are blocked from the AC buses.
When the APU generator is operating and the main gen-
erators are shut down (or rotors turning below about
84%) or switched off, the APU generator feeds both bu-
ses. When the APU generator is operating, external pow-
er is blocked from the AC buses. When external power
is applied to the helicopter (GEN APU, GEN 1, and GEN
2 are OFF), the external power source feeds both buses.
The Generator Control Unit (GCU) also provides genera-
tor feeder fault protection. If a fault occurs between the
feeder and the airframe, the GCU will disable the genera-
tors. This prevents structural damage to the airframe
when a ground fault occurs.
The Permanent Magnet Generator (PMG) section within
the generator is used to power the main contactors (re-
lays) in the distribution system. A pickoff coil within the
PMG provides an RPM signal for the rotor tachometer
indicators. This tachometer signal is available whenever
the rotor are turning.
2-11-3. Generator Control Switches.
The generator control switches are located on the ELEC
panel of the overhead switch panel (fig. 2-11-2). The
three switches are labeled GEN 1, GEN 2, and GEN
APU. The switch positions are TEST, OFF RESET, and
ON.
2-11-1
TM 1-1520-240-10
When the switches are ON, the respective main relay
operates, which energizes and connects the generator to
the buses. At OFF RESET, the generator is deenergized
and disconnected from the bus. This position is also used
to reset a generator. The TEST position is provided to
allow the generator to be energized but disconnected
from the bus to determine whether the AC produced is of
proper frequency and voltage, except the APU genera-
tor.
Figure 2-11-2. Electrical Power Panel
2-11-4. GEN OFF Cautions.
Two generator caution capsules labeled 712 NO. 1
GEN OFF and NO. 2 GEN OFF, 714A GEN 1 AND GEN
2 are on the master caution/advisory panel ( 712 fig.
2-14-5 714A fig. 2-14-6).These caution capsules illumi-
nate whenever the generators are in operative.The cap-
sules are controlled by the main generator contactors
when the generator control switches are in either ON or
OFF RESET.In TEST, the capsules are controlled by the
generator control switch and will extinguish if generator
output has the proper frequency and voltage.Power to
operate the generator capsules is supplied by the DC
essential bus through the LIGHTING CAUTION PNL cir-
cuit breakers on the No. 1 PDP.
2-11-5. EXT PWR Caution.
CAUTION
When external power is used, a visual
check shall be made by the crew to ensure
that the external power unit has been dis-
connected from the helicopter before taxi-
ing.
An external power caution capsule labeled EXT PWR is
on the master caution panel (fig. 2-14-5 and fig.
2-14-6).This capsule illuminates and remains illuminated
whenever external power is connected.The light is con-
trolled by the AC external power contactor and the DC
power relay.The capsule extinguishes when the genera-
tors are supplying current to the buses.Power to operate
the external power caution capsule is supplied by the DC
2-11-2
essential bus through the LIGHTING CAUTION PNL cir-
cuit breaker on the No. 1 PDP.
2-11-6. DC System.
The direct current (DC) power supply system supplies
28-volt DC from the No. 1 transformer rectifier (RECT) to
No. 1 DC bus and the No. 2 RECT supplies power to the
No. 2 DC bus (fig. FO-4 and FO-7).RECT convert 200
VAC power to 28-volt DC power for use in the DC distribu-
tion system.
Cooling air for the RECTS is obtained from within the
cabin.The air inlets are located at sta. 176 on the left and
right side of the cabin behind the troop seats.If the inlets
are blocked, the RECTS will overheat.
A bus-tie relay is between No. 1 and No. 2 DC buses.If
either RECT fails, the respective RECT failure relay op-
erates and the bus-tie relay closes automatically to con-
nect the unpowered bus to operating RECT.In addition to
No. 1 and No. 2 DC buses, the DC system includes an
essential bus, a switched battery bus, and a hot battery
bus.
During normal operation, the essential bus and the
switched battery bus are energized by No. 1 DC bus.If
both DC buses fail or if NO. 1 DC bus fails and does not
bus-tie to No. 2 DC bus, the essential bus, the switched
battery bus, and the hot battery bus will be energized by
the battery as long as the BATT switch is ON.These
buses provide power to emergency, ground mainte-
nance, and communications components.The hot bat-
tery bus and switched battery bus are energized as long
as the battery is connected.The hydraulic reservoir level
indicators and the emergency APU control circuits and
cabin and maintenance lights are on these buses.
The 24-volt nickle cadmium battery is located in the left
forward electrical compartment.The battery capacity is
11 ampere-hours.A battery charger is connected to the
battery.The battery charger receives power from No. 1
AC bus, rectifies the AC and applies the DC to the battery
to maintain a charge on the battery.
Sensors in the battery charger detect battery or battery
charger overtemperature, short or open circuits or cell
imbalance.If any of these conditions occur, the battery
charger will stop functioning and activates the BATT SYS
MAL caution capsule on the master caution panel.
External DC power is supplied to the DC buses of the
helicopter by connecting the external DC power source
to the DC external power receptacle (fig. 2-11-1).Applica-
tion of external power operates the DC external power
relay which connects the power source to No. 1 DC
bus.No. 2 bus is energized when the bus tie relay opera-
tes.If the polarity of the external power is reversed, a
blocking diode in the circuit prevents the external power
relay from closing.
 TM 1-1520-240-10

2-11-7. BATT Switch. 2-11-9. BATT SYS MAL Caution.

NOTE A battery system malfunction caution capsule labeled
The following information applies only if the BATT SYS MAL is on the master caution panel (fig.
battery is the only source of power. 2-14-5 and 2-14-6).this caution illuminates when the bat-
The BATT (battery) switch is located on the ELEC panel tery charger has stopped charging the battery.This can
of the overhead switch panel (fig. 2-11-2).The two-posi- be caused by an overheated battery or battery charger,
tion switch is labeled ON and OFF.When the switch is battery cell imbalance, or an output short or open cir-
ON, the essential, switched battery, and hot battery cuit.Power to operate the capsule is supplied by the DC
buses are energized.Regardless of the battery switch essential bus through the LIGHTING CAUTION PNL cir-
position, the switched battery and hot battery buses are cuit breaker on the No. 1 PDP.
powered directly by the battery.To prevent extensive dis-
charging of the battery while making extended ground
checks of equipment, use an external electrical power
source or operate the APU generator.
2-11-8. RECT OFF Cautions.
Two RECT caution capsules labeled 712 NO. 1 RECT
OFF and NO. 2 RECT OFF, 714A RECT 1 and RECT
2 are on the master caution/advisory panel ( 712 fig.
2-14-5, 714A fig. 2-14-6).These caution capsules are
controlled by the reverse-current cutouts.Whenever one
of the RECTS fail, either through a fault in the RECT or
a bus fault, the respective caution illuminates.Power to
operate the transformer rectifier caution capsules is sup-
plied by the DC essential bus through the LIGHTING
CAUTION PNL circuit breaker on the No. 1 PDP.

2-11-3/(2-11-4 blank)
 TM 1-1520-240-10

SECTION XII. AUXILIARY POWER UNIT

2-12-1. General. 2-12-4. APU ON Caution.
The gas turbine auxiliary power unit T62-T-2B (APU) (fig. The APU ON caution capsule is on the mater caution
2-12-2) is mounted in the aft cabin above the ramp. The panel (fig. 2-14-5 and 2-14-6). Normally, the APU is in-
basic components of the APU are the gas turbine engine, tended for ground operation only. It is not intended for
hydraulic motor-pump, fuel control, accessory drive, and operation during flight. If the caution remains illuminated
AC generator. An APU Electronic Sequencing Unit following take-off, it alerts the pilot to shut down the APU.
(ESU) which monitors APU operation is on the left side When the caution is illuminated it indicates the APU is up
of the cabin above the ramp. the ESU is also labeled APU to speed and the exhaust gas temperature is normal. It
CONTROL BOX. does not necessarily indicate that APU hydraulic pump
or generator output is normal. If rotors are not turning,
The motor-pump on the APU pressurizes the utility and check the UTIL HYD SYS and RECT OFF cautions to
hydraulic system for main engine starting and ground evaluate output of the APU hydraulic pump and genera-
checks. The APU also drives an AC generator which tor. The APU ON caution is controlled by the ESU.
supplies power to the No. 1 and No. 2 electrical systems.
Refer to Section VI for further information on the hydrau- 2-12-5. Emergency APU Fluid Shut Off Vavle.
lic systems. The APU oil supply is intergal and contained The EMERGENCY APU FLUID SHUT OFF VALVE is in
within the sump of the accessory drive assembly. The the fuel supply line to the APU (fig. 2-12-1). It is located
APU receives fuel from the left main fuel tank through a inside the aft cabin above and to the left of the ramp
booster pump, a manual fuel shutoff valve, and a sole- interphone station. The valve can also be reached from
noid valve. the outside through an access door labeled ACCESS
APU EMER FLUID SHUT OFF. The knob on the valve
2-12-2. Electronic Sequencing Unit. has an OPEN and CLOSE position. Placing the knob to
CLOSE shuts off fuel to the APU.
The ESU is mounted on the left side of the cabin above
the ramp. The unit monitors APU starting and operation.
in addition, it monitors APU speed and exhaust gas tem-
perature. the unit continuously compares these parame-
ters with limits programmed into ESU circuits. If a limit is
exceeded, the ESU will automatically shut down the
APU.
NOTE
The BITE indicators indicate engine condition
only. They will not indicate a defective hydrau-
lic motor-pump or generator.
Four magnetic built-in-test-equipment (BITE) indicators
are on the ESU. These indicators are either black or
white. A label on the ESU explains the various BITE
indications and their meaning.

2-12-3. APU Switch.

The APU switch is on the ELEC panel of the overhead
switch panel (fig. 2-11-2). It is a three-position switch
labeled OFF, RUN, and START. The switch is spring
loaded from START to RUN. Normally, power to operate
the APU is supplied by the DC essential bus through the
APU CONT NORM circuit breaker on the No. 1 PDP.
Emergency power to operate the APU is from the battery
bus through the APU CONT EMERG circuit breaker on Figure 2-12-1. Emergency APU Fluid Shut OFF
the No. 1 PDP. Valve

2-12-1
TM 1-1520-240-10

Figure 2-12-2. Auxiliary Power Unit

2-12-2

SECTION XIII. LIGHTING
2-13-1. Position Lights.
Three position lights (1, 4, and 6, fig. 2-13-1) are installed
on the helicopter. On the right side of the fuselage is a
green light (1); on the left, red (6); and on the vertical
panel of the aft pylon, white (4). Power to operate the
position lights is supplied by the No. 2 DC bus through the
LIGHTING POS circuit breaker on the No. 2 PDP.
2-13-2. Position Light Switches.
a. POSN Light Switch. The POSN (position)
switches located on the EXT LTG (exterior lighting) panel
on the left side of the overhead switch panel (fig. 2-1-10).
The three position switch is labeled DIM, OFF, and BRT.
It adjusts the intensity of the position lights. When the
switch is OFF, the position light system is deenergized.
Figure 2-13-1. Exterior Lights
TM 1-1520-240-10
NOTE
The crew chief must inform the pilot when the
AFT POS LIGHT switch has been changed to
the OFF position.
b. AFT POS LIGHT Switch. The AFT POS LIGHT
switch is located in the cabin at sta. 534 near the MAIN-
TENANCE PANEL (fig. 2-13-4). The guarded two-posi-
tion switch is labeled OFF and ON. It allows the aft posi-
tion light to be turned off during aided (NVG) operations
and on during unaided night operations.
2-13-3. Formation Lights.
There are five electroluminescent panels for normal
night formation operations (2 and 5, fig. 2-13-1) and eight
NVG compatible formation lights for NVG formation op-
erations (9, fig. 2-13-1)
2-13-1
TM 1-1520-240-10
a. Electroluminescent Panel. Three panels which
form an equilateral triangle are aft of the forward pylon.
Two panels are on top of the aft pylon aft of the anticolli-
sion light. Power to operate and control the electrolumi-
nescent formation lights is supplied by the LIGHTING
FORM circuit breaker on the No. 1 PDP.
b. NVG Formation Lights. There is an NVG forma-
tion light on each side of the forward pylon, two NVG
formation lights on each side of the fuselage, two NVG
formation lights on the aft pylon, one aft of the anticolli-
sion light, and one on the vertical panel at the rear of the
aft pylon. Power to operate and control the NVG forma-
tion lights is supplied by the No. 1 DC bus through the
LIGHTING NVG FORM circuit breaker on the No. 1 PDP.
2-13-4. FORM Light Switches.
The FORM (formation) light select and control switches
are located on the EXT LTG panel on the left side of the
overhead switch panel (fig. 2-1-10).
a. FORM Light Select Switch. A two-position toggle
switch labeled NVG and NORM. In the NORM position,
the five electroluminescent panels may be controlled by
the FORM light rotary control switch for normal night
formation operations. In the NVG position, the eight NVG
formation lights may be controlled by the FORM light
rotary control switch for the NVG night formation opera-
tion.
b. FORM Light Control Switch. A rotary control
switch labeled OFF, DIM, and BRT with three evenly
spaced incremental markings between DIM and BRT. It
adjusts the intensity of the formation lights selected by
the FORM light select switch. When the rotary control
switch is OFF, the formation light system is deenergized.
2-13-5. Anticollision Lights.
Two red strobe anticollision lights are on the helicopter (3
and 7, fig. 2-13-1). One is on top of the aft pylon and the
other is on the fuselage underside. Power to operate the
anticollision lights is supplied by the No. 2 DC bus
through the LIGHTING ANTI COL TOP and BOT circuit
breakers on the No. 2 PDP.
2-13-6. ANTI COL Light Switches.
Two ANTI COL TOP and BOT toggle switches are on the
EXT LTG panel on the left side of the overhead switch
panel (fig. 2-1-10). Each two-position switch is labeled
OFF and ON. When the anticollision light switch is ON,
the lights are energized. When the switch is placed to
OFF, the anticollision lights are deenergized.
Two controllable searchlights are mounted on the bottom of
the fuselage (8, fig. 2-13-1). One is controlled from the pilot
THRUST CONT lever and the other from the copilot
THRUST CONT lever. One seachlight, either pilot or copilot
is equipped with an infrared (IR) filter for NVG operations.
Each light is operated independently by a SRCHLT
CONTR switch, SLT-FIL (searchlight filament), and posi-
2-13-2
tion switch. They may be extended and stopped at any
angle up to 90_ in a vertical plane and rotated 360_ about
its vertical axis as long as the searchlight position switch
is displaced.
2-13-7. SRCHLT CONTR Switch.
Two SRCHLT CONTR (searchlight control) switches are
on the overhead switch panel (fig. 2-13-2). The PLT
SRCHLT CONTR switch is on the PLT LTG panel. The
CPLT SRCHLT CONTR switch is on the CPLT LTG pan-
el. each two-position switch is labeled RET and ON.
When the SRCHLT CONTR switch is placed to ON, the
STL-FIL switch on the THRUST CONTR lever becomes
operational. If the searchlight is at any angle off center
when the SRCHLT CONTR switch is placed to RET, the
searchlight will automatically rotate to point forward and
then will retract flush with the fuselage. Power is supplied
by the No. 1 and No. 2 DC bus through the LIGHTING SLT
CONT circuit breakers on the No.1 and No. 2 PDP.
2-13-8. SLT-FIL Switch.
CAUTION
The IR searchlight emits invisible infrared
rays which may be hazardous to person-
nel looking directly at the light at close
range or touching it. Ensure that the IR
SLT-FIL switch is OFF and the light fully
retracted when it is not in use.
A SLT-FIL (searchlight filament) switch is located on the pilot
and copilot THRUST CONT lever switch bracket (fig. 2-5-1.)
Each switch is labeled ON and OFF. The switches turn on
the landing-searchlight lamp, before or after extension. Pow-
er to operate the landing searchlight lamp is supplied by the
No. 1 and No. 2 DC bus through the LIGHTING SLT FIL
circuit breakers on the No. 1 and No. 2 PDP.
2-13-9. SEARCH LIGHT Position Switch.
CAUTION
Do not confuse the SEARCH LIGHT posi-
tion switch with the two engines beep trim
switches.
A five-position momentary SEARCH LIGHT switch is on
each THRUST CONTR. lever switch bracket (fig. 2-5-1). It
is labeled L (left), EXTEND, R (right), and RETRACT. The
switch is spring-loaded to center off position.
When the SRCHLT CONTR and SLT-FIL switches are ON,
the searchlight can be controlled up and down or left and
right with the SEARCH LIGHT position switch. Power to
operate the searchlight position switch is supplied by the No.
1 and No. 2 DC bus through the LIGHTING SLT CONT
circuit breaker on the No. 1 and No. 2 PDP.

2-13-10. Overhead Switch Panel Lights.
The overhead switch panel has integral lighting. Power to
operate and control the overhead panel lights is supplied by
the No. 1 AC bus through the LIGHTING OVHD PNL
circuit breaker on the No. 1 PDP.
2-13-11. OVHD CSL Switch.
The OVHD CSL (overhead console) switch is located on
tehe CPLT LTG panel on the left side of the overhead
switch (fig. 2-13-2). The rotary control switch is labeled
OFF, DIM, and BRT. It adjusts the light level from DIM to
BRT. When the rotary control switch is OFF, the overhead
switch panel light system is deenergized.
TM 1-1520-240-10
2-13-12. Pilot and Copilot Instrument Panel Lights.
All flight instruments and placards on both pilot and copi-
lot instrument panels receive lighting. The HSI, attitude
indicator (VGI), radar altimeter, and turn and slip indica-
tor for both pilot and copilot have integral lighting. The
remaining instruments are externally lit by lighting posts
adjacent to the instruments. Power to operate and con-
trol the pilot flight instrument lights is supplied by the No.
2 AC bus through the LIGHTING PILOT INSTR circuit
breaker on the No. 2 PDP. Power to operate and control
the copilot flight instrument lights is supplied by the No.
1 AC bus through the LIGHTING COPLT INST circuit
breaker on the No. 1 PDP.
2-13-3
TM 1-1520-240-10

Figure 2-13-2. Cockpit Lighting and Control

2-13-4

2-13-13. PLT and CPLT INST Switches.
The PLT INST (pilot instrument) control switch is located
on the PLT LTG panel on the right side of the overhead
switch panel (fig. 2-13-2). The CPLT INST (copilot instru-
ment ) control switch is located on the CPLT INST panel
on the left side of the overhead switch panel. The rotary
control switches are labeled OFF, DIM, and BRT. They
adjust the light level from DIM to BRT. When the rotary
control switch is OFF, the respective instrument panel
light system is deenergized.
When the PLT INST rotary control switch is placed out of
the OFF detent, the following lighting is dimmed:
a. Troop warning jump lights on the overhead switch
panel and on the emergency troop alarm and jump lights
boxes on the cargo compartment.
b. The legend on pushbutton switches on the head-
ing and altitude section of the AFCS panel.
c. The legend on the pushbutton switches on the
pilot and copilot HSI MODE SELECT panels.
d. The legend on STATUS pushbutton switch on the
countermeasure set AN/ALQ-156 control panel.
2-13-14. Center Instrument Panel Lights.
The center instrument panel as well as the fire warning
panel are lighted. Power to operate and control the cen-
ter instrument panel lights is supplied by the No. 2 AC bus
through the LIGHTING CTR INSTR circuit breaker on the
No. 2 PDP.
2-13-15. CTR INST Switch.
The CTR INST control switch is located on the PLT LTG
panel on the right side of the overhead switch panel (fig.
2-13-2). The rotary control switch is labeled OFF, DIM,
and BRT. It adjusts the light level from DIM to BRT. When
the rotary control switch is OFF, the respective instru-
ment panel light system is deenergized.
2-13-16. Canted and Center Console Lights.
NOTE
Some console lights are incompatible with
NVG. During NVG operations, turn the incom-
patiable console lights off and light the con-
sole with utility lights or floodlights.
Lighting is provided for all control panels on the canted
and center console. Power to operate and control the
console lights is supplied by the No. 1 AC bus through the
LIGHTING CONSOLE circuit breaker on the No. 1 PDP.
2-13-17. LTG Panel. The LTG panel is located at the
rear of the overhead switch panel (fig. 2-13-2). It consists
of the CTR CSL and STICK POSN IND control switches.
a. CTR CSL Switch. Rotary control switch labeled
OFF, DIM, and BRT. It adjusts the light level on the canted
TM 1-1520-240-10
and center consoles from DIM to BRT. When the rotary
control switch is OFF, the canted and center consoles
light system is deenergized.
b. Stick POSN IND Switch. Rotary control switch
labeled OFF, DIM, and BRT. It adjusts the light level on
the stick position indicator from DIM to BRT. When the
rotary control switch is OFF, the stick position indicator
light system is deenergized.
2-13-18. Dome Lights.
WARNING
If the white dome light is turned on during
NVG operations, the effectiveness of the
NVG may be severely impaired and a haz-
ardous situation may be created due to
sudden loss of pilot visual references. Do
not turn on the white dome lights during
NVG operations.
Two cockpit dome lights are attached to the overhead
structure adjacent to the overhead switch panel (fig.
2-13-2). Each dome contains a white lamp and a blue
NVG filtered lamp which can be selected individually.
Power to operate and control the dome lights is supplied
by the DC essential bus through the LIGHTING COCK-
PIT DOME circuit breaker on the No. 2 PDP.
2-13-19. DOME Switch.
The DOME switch is located on the INTR LTG panel at
the right rear of the overhead switch panel (fig. 2-13-2).
The three-position positive-locking switch is labeled
WHT, OFF, and NVG. It selects the function of the dome
light. The center position lever locking switch prevents
inadvertent white light activation during NVG operations.
When the DOME switch is placed to WHT, the master
caution panel cannot be dimmed. If WHT is selected
while the caution panel is operating on DIM, the caution
lights will automatically switch to BRT mode. During NVG
operations, the DOME switch should only be placed to
NVG.
2-13-20. Pilot and Copilot Utility Lights.
Two utility lights, connected to individual flexible cords, are
mounted in two retaining sockets on either side of the over-
head switch panel above the pilot and copilot (fig. 2-13-2).
The lights are detachable and can be moved about to take
care of special lighting situations. Each utility light has a
rheostat switch as an integral part of its assembly. This
switch, located on the aft part of the light, regulates the
intensity of the light from OFF to BRT. Power to operate the
utility light is supplied by the No. 2 DC bus through the
LIGHTING COCKPIT DOME circuit breaker on the No. 2
PDP.
2-13-21. Floodlights.
Eight floodlights provide a secondary source of light (fig.
2-13-2). Six are under the glareshield and two on the cockpit
2-13-5
TM 1-1520-240-10
bulkhead. The six floodlights under the glareshield light the
pilot, center, and copilot instrument panel. The two overhead
floodlights light the overhead switch panel. Power to operate
and control the floodlights is supplied by the DC essential
bus through the LIGHTING INSTR FLOOD circuit breaker
on the No. 2 PDP.
2-13-22. FLOOD SWITCHES.
The FLOOD switches are located on the INTR LTG panel
at the right rear of the overhead switch panel (fig. 2-13-2).
They consist of two floodlight selection switches and a rotary
control switch. The floodlight selection switches are labeled
INST and OVHD. Each switch has an OFF and ON position.
The rotary control switch is labeled OFF, DIM, and BRT.
a. INST and OVHD Floodlights Selection
Switches. Each switch is labeled for the area the floodlights
will light. By placing either switch ON, the associated flood-
lights will light when the rotary control switch is turned toward
BRT. Placing the switch to OFF deenergizes the floodlight
circuit.
b. Floodlight Rotary Control Switch. The rotary con-
trol switch is used to adjust the floodlights from DIM to BRT
once the respective floodlight selection switch is placed to
ON. When the rotary control switch is OFF, the floodlights
will be deenergized.
2-13-23. Emergency Floodlights.
If the pilot flight instrument lights have been turned on, loss
of electrical power will cause the floodlights to automatically
come on. All floodlights will function automatically in the BRT
mode. Simultaneous dimming control of all floodlights can
be regained by setting the FLOOD INST and OVHD selec-
tion switches to ON, turning the floodlight rotary control
switch to BRT on the INTR LTG panel, and turning the PLT
INST rotary control switch to OFF. Floodlight intensity can be
controlled by the floodlight rotary control switch on the INTR
LTG panel.
2-13-24. Cabin and Ramp Lights.
Five cabin and ramp lights are in the cabin, attached to the
overhead structure (fig, 2-13-4). Each light contains an NVG
blue lamp and a white lamp which can be selected individu-
ally. Power to operate and control the cabin and ramp lights
is supplied by the switched battery bus through the LIGHT-
ING CABIN & RAMP circuit breaker on the No. 1 PDP.
2-13-6
2-13-25. CABIN AND RAMP LIGHTS Switches.
WARNING
If the white CABIN and RAMP LIGHTS are
turned on during NVG operations, the ef-
fectiveness of the NVG may be severely
impaired and a hazardous situation may
be created due to sudden loss of pilot
visual references.
The CABIN and RAMP LIGHTS switches are located on a
control panel below the ramp control lever. The control panel
consists of a select switch and a CONTROL rotary switch.
a. Select Switch. Three-position toggle switch la-
beled WHITE, OFF, and NVG. It is used to select the ap-
propriate cabin and ramp lights. When placed to OFF, cabin
and ramp lights are deenergized.
b. CONTROL Switch. Rotary switch labeled DIM
and BRT. It adjusts the cabin and ramp White or NVG light
level from DIM to BRT.
2-13-26. Emergency Exit Lighting.
Three emergency exit lights are in the cargo compartment
close to each of the three primary emergency exits (fig.
2-13-3). They are located by the main cabin door, the emer-
gency exit opposite the main cabin door, and the ramp
emergency exit. The lights come on whenever a loss of
power on the switched battery bus occurs or during a land-
ing when 3 to 4g’s are exceeded as sensed by an inertia
switch.
The emergency exit lights system is controlled by the EMER
EXIT switch on the INTR LTG panel of the overhead switch
panel. The lights may also be used as portable lamps by
removing them from their housing and by rotating the han-
dle, marked PULL EMERGENCY LIGHT, 45_ from its nor-
mal position. Power to operate the emergency exit lights is
supplied by two internal, 1.25 volt, nickel-cadmium batteries.
Power to operate and control the charging, monitoring, and
test circuit is supplied by the switched battery bus through
the LIGHTING EMER EXIT circuit breaker on the No.1 PDP.
2-13-27. EMER EXIT Switch.
CAUTION
If the EMER EXIT switch is left in ARM or
DISARM with the helicopter shutdown and
the battery connected, the charging cir-
cuit of the emergency exit light system will
discharge the helicopter battery.
Prior to turning the BATT switch OFF, place the EMERG
EXIT switch to DISARM then set to TEST. The EMER EXIT
switch is located on the INTR LTG panel of the overhead
switch panel (fig. 2-13-2). The three-position switch is
labeled DISARM, TEST, and ARM. When the switch is
placed to ARM, the emergency exit lights stay off, the
batteries are charging, and the charge indicator lights come
 TM 1-1520-240-10

on. The circuit monitors electrical failures and landings in

excess of 3 to 4g’s. The light from the charge indicator
lamps can be seen emitting through two pin holes at the
base of the main light reflector. When the switch is set
from ARM to TEST, the main light comes on, powered by
the batteries. When the switch is set to DISARM, the
indications are the same as for the ARM position, except
the circuit does not monitor electrical or failures hard
landing.

Figure 2-13-3. Emergency Exit Light

2-13-7
TM 1-1520-240-10

Figure 2-13-4. Cabin Lighting and Controls

2-13-8

2-13-28. Forward Transmission Oil Level Check
Lights.
The forward transmission floodlight provides light to
check the oil level of the transmission. The floodlight is
near the sight gage on the transmission. Power to oper-
ate and control the oil level check light is supplied by the
switched battery bus through the LIGHTING OIL LEVEL
CHECK circuit breaker on the No. 1 PDP.
2-13-29. Oil Level Check Light Switch.
The OIL LEVEL CHECK LT SW is inside the cockpit on
the canted bulkhead at sta. 95 above the pilot seat. it is
a two-position switch labeled ON and OFF. When placed
TM 1-1520-240-10
to ON, the oil check light turns on by the forward trans-
mission.
2-13-30. Cargo Hook Lights.
Three NVG compatible lights are mounted on the bottom
of the fuselage at stations 244, 313, and 404. These
lights are directed towards the forward, center, and aft
cargo hooks and provide lighting during night external
load operations. The lights are controlled by the cargo
hook lighting panel switches marked FWD, CTR, and
AFT located in the center hook cargo by at station 360
(fig. 2-13-4). The two position switches (ON and OFF)
receive power from the NO. 1 DC bus through the LIGHT-
ING CARGO HOOK circuit breaker located on the NO. 1
power distribution panel.
2-13-9/(2-13-10 blank)
 TM 1-1520-240-10

SECTION XIV. FLIGHT INSTRUMENTS

2-14-1. General. wards the high end of the striped red-and-yellow band is
used for calibrating the indicator during bench test.
The following paragraphs contain information on the
flight instruments. Information on the navigation instru-
ments will be found in Chapter 3, Avionics. All other in-
struments directly related to one of the helicopter sys-
tems are found under the appropriate system heading in
this chapter. Refer to fig. 2-1-5 thru 2-1-14 for illustrations
of the instrument panels, canted and center consoles,
and overhead switch panel.

2-14-2. Cruise Guide indicator System.

The cruise guide indicator (CGI) system gives the pilot a
visual indication of actual loads imposed on critical com-
ponents of the helicopter dynamic system. The system
allows the pilot to achieve maximum helicopter utilization
under various conditions of payload, altitude, airspeed,
ambient temperature, and center-of-gravity. The system
consists of strain gages bonded to fixed links in the for-
ward and aft rotor controls, an indicator, a signal proces-
sor unit in the aft pylon, a signal conditioner unit in the
forward pylon, and interconnecting wiring. The system
measures alternating stress loads at each rotor and dis-
plays the larger of the two signals. Power to operate the
cruise guide indicator system is supplied by No. 2 DC bus Figure 2-14-1. Cruise Guide Indicator
through the CRUISE GUIDE circuit breaker on the No. 2
PDP.

2-14-3. CRUISE GUIDE Indicator.

The CRUISE GUIDE indicator is on the pilot instrument
panel (fig. 2-14-1). Three bands are colored green, yel-
low, and striped red-and-yellow. Refer to figure 5-2-1 for
limitations. Immediate corrective action must be taken to
reduce stress when in the red-and-yellow striped band.
This can be accomplished by lowering THRUST CONT
lever, reducing airspeed, releasing back pressure on the
cyclic stick, or by reducing the severity of the maneuver.
2-14-4. CGI TEST Switch.
The CGI TEST switch is on the pilot instrument panel, on
the left side of the indicator (fig. 2-14-1). It is a three-posi-
tion switch spring loaded to center off position labeled
FWD and AFT.
NOTE
Do not test the cruise guide system with rotors
turning. False indications will result.
When the switch is placed from the center position to
each test position, the pointer on the indicator should
indicate within the white test band. The white test band
indicates proper system operation.
When the test function is activated, circuits from the
strain gages to the indicator are tested. However, sepa-
ration of the bond of the strain gage to a link will not be
detected by the test function. The narrow white line to-
2-14-5. Airspeed Indicator.
There are two airspeed indicators located on the upper
left portion of the copilot and pilot instrument panel (fig.
2-1-7 and 2-1-9). The difference between dynamic pres-
sure and static pressure as measured by the pitot static
system is introduced into these instruments. Indicated
airspeed is shown in knots.
2-14-6. Altimeter.
An AIMS altimeter is provided for the pilot (fig. 2-14-2).
In the term AIMS, the A stands for Air Traffic Control
Radar Beacon System (ATCRBS), the I stands for identi-
fication friend or foe (IFF), the M represents the Mark XII
identification system, and the S means system. A pneu-
matic counter-drum-pointer type altimeter is installed for
the copilot. The pilots altimeter is a pneumatic counter-
drum-pointer type which is a self-contained unit consist-
ing of a precision pressure altimeter combined with an
altitude encoder.
Simultaneously, the display indicates and the encoder
transmits through the transponder the altitude of the heli-
copter. Altitude is displayed on the altimeter by a
10,000-foot counter, and a 100-foot drum. A single point-
er indicates hundreds of feet on a circular scale with
50-foot center markings. Below 10,000 feet a diagonal

Change 3 2-14-1
TM 1-1520-240-10
warning symbol will appear on the 10,000 foot counter.
Power to operate the AIMS altimeter is supplied by the
No. 2 DC bus through the NAV AIMS ALT circuit breaker
on the No. 2 PDP.
A barometric pressure setting knob is provided to insert
the desired altimeter setting in inches of Hg. A vibrator
Figure 2-14-2. AIMS Altimeter
powered by No. 2 DC bus is contained in the altimeter
and requires a minimum of 1 minute warmup before
checking or setting the altimeter. If DC power to the alti-
tude encoder is lost, a warning flag placarded CODE
OFF appears in the upper left instrument dial.
The flag indicates that the altitude encoder is inoperative
and that the system is not reporting altitude to ground
stations. The CODE OFF flag monitors only the encoder
function of the altimeter. It does not indicate transponder
condition. The AIMS altitude reporting function can be
inoperative without the CODE OFF flag showing, as in
case of transponder failure or improper control settings.
It is also possible to get a good Mode C test on the
transponder control with the CODE OFF flag showing.
Display of the CODE OFF flag only indicates an encoder
power failure or a CODE OFF flag failure. In this event,
check that DC power is available and the circuit breakers
are in. If the flag is still visible, radio contact should be
made with a ground radar site to determine whether the
AIMS altitude reporting function is operative. The re-
mainder of the flight should be conducted accordingly.
2-14-7. Preflight Operation — Altimeter.
If the AIMS altimeter encoding function is to be used
during flight, perform the following steps before takeoff:
2-14-2 Change 3
CAUTION
If the baroset knob binds or sticks, do not
use excessive force to set the altimeter.
Excessive force can damage altimeter
gears, resulting in altimeter error. Settings
can sometimes be made by backing off the
knob and turning at a slower rate.
a. Set the pilot’s altimeter to the field barometric
setting.
b. Check that the pilot’s altimeter indicates within ±
70 feet of field elevation. If the altimeter error is greater
than ± 70 feet, do not use the altimeter for IFR flight.
2-14-8. In Flight Operation — Altimeter.
Operate the AIMS altimeter function as follows:
a. Be sure the IFF set is on and set to the proper
code.
b. Be sure the altimeter is set to the local altimeter
setting.
c. Set the M-C (mode c) switch on the IFF control
panel to ON.
d. Check that the red CODE OFF flag is not visible
in the pilot’s altimeter.
The copilot’s altimeter is a pneumatic counter-drum-
pointer type which displays altitude in the same manner
as the pilot’s altimeter. It also incorporates a barometric
pressure setting knob and an internal vibrator powered
by the No. 2 DC bus. A minimum of 1 minute of vibrator
operation is require before setting or checking the altime-
ter.
At ambient pressure, both altimeters should agree within
± 70 feet of the field elevation when the proper barometric
pressure setting is set in the altimeter. If the internal
vibrator of either altimeter becomes inoperative due to
DC power failure, the pointer drum may momentarily
hang up when passing from 9 through 0 (climbing) or
from 0 to 9 (descending). This will cause a lag of magni-
tude which will depend on the vertical velocity of the
aircraft and the friction in the altimeter.
2-14-9. Radar Altimeter (AN/APN-209A).
Radar altimeters are provided for the pilot and copilot and
filght engineer (fig. 2-14-3). The altimeters provide a con-
tinuous indication of the height of the helicopter above
the surface from 0 to 1,500 feet. Altimeter indications are
reliable with pitch and roll attitude up to 45_.
Altitude is displayed by a dial, pointer, and a digital dis-
play. Each altimeter has HI and LO caution lights. The
caution lights on each altimeter can be set independently
of the other altimeter. The caution lights are set by rotat-
ing the LO SET and HI SET knobs until the L index and
H index on the perimeter of the altimeter are at the de-
sired altitudes.
 TM 1-1520-240-10

When the helicopter descends below the low index set-
ting or rises above the high index setting, the correspond-
ing HI or LO caution light will illuminate. If helicopter
altitude exceeds 1,500 feet, pitch or roll angle exceeds
45_, or the system is unreliable, the following will occur.
The OFF flag will appear, the pointer will move through
1,500 feet behind the dial mask, and the digital display
and LO and HI caution lights will extinguish.
If power to the system is lost, the following will occur. The
OFF flag will appear, the digital display and caution lights
will go out, and the pointer will remain at the last valid
indication when power was lost. The altimeters have a
self-test feature. Pressing the PUSH-TO-TEST knob will
cause the pointer and digital display to indicate between
900 and1,100 feet. If LO set and HI set are indexed
below 900 feet, the LO caution light goes out, and the HI
caution light comes on. Power to operate the radar altim-
eter is supplied by the No. 2 DC bus through the NAV
RAD ALT circuit breaker on the No. 2 PDP.

Figure 2-14-3. Radar Altimeter (AN/APN-209)

2-14-10. Controls and Functions, Radar Altimeter CONTROLS/

(AN/ APN-209A).
CONTROLS/
INDICATOR FUNCTION
LO SET knob Either pilot’s LO SET knob
applies power to altimeter
system. LO set index on
both altimeters can be set
independently. Both LO set
indices must be masked to
turn the set off.
HI SET knob Sets position of HI set index
and tests altimeter system
when pressed.
INDICATOR FUNCTION
LO set index Indicates altitude trip point
for LO caution light.
HI set index Indicates altitude trip point
for HI caution light.
Indicator pointer Indicates absolute altitude
from 0 to 1,500 feet.
Digital indicator Provides direct reading four
digit indication of absolute
altitude from 0 to 1,500.
LO caution light Comes on when helicopter
descends below altitude on
LO set index.

2-14-3
TM 1-1520-240-10

CONTROLS/ necessary to shade the indicator to verify op-

INDICATOR FUNCTION
HI caution light Light comes on when heli-
copter rises above altitude
on HI set index.
OFF flag Flag is displayed when pow-
er is removed from set,
when indications are unreli-
able, or when altitude ex-
ceeds approximately 1,500
feet.
RAD ALT dimming On right side of both instru-
controls ment panels. Controls light
intensity of digital display
and HI and LO caution light.
2-14-11. Normal Operation - Radar Altimeter (AN/
APN-209A).
a. Starting.
(1) Rotate the LO SET knob on the altimeter
until LO index is at 100 feet. Rotate the HI set knob until
the HI index at at 800 feet. Allow 1 minute for warmup.
(2) Check for the following indications:
(a) The pointer indicate between -5 and 5
feet.
eration of the dimming control.
(3) Rotate the RAD ALT dimming control from
BRT to DIM. Check that the digital display dims and goes
out. Check that the LO caution light dims but does not go
out completely.
c. Inflight operation.
CAUTION
When operating over dense foliage, the
radar altimeters will indicate the altitude to
the tops of the trees. When operating over
sparse foliage, the altimeters may indicate
the altitude between the ground and about
half the average tree height, depending on
ground speed. When external cargo is car-
ried, the radar altimeter may occasionally
indicate the distance between the bottom
of the helicopter and the load.
(1) Set the RAD ALT dimming control to desired
digital display light level.
(2) Set HI and LO indexes as desired. If HI or LO
indexes are not desired, set the LO index at 0 feet or the
HI index above 1,500 feet.

(b) The digital displays indicate between 0 2-14-12. RADAR ALTIMETER (AN/APN-209(V)) Alti-
and 3 feet. tude Voice Warning System (AVWS).
(c) LO caution light is on.
The face of the altitude voice warning radar altimeter
(d) HI caution light is off. (RT-1115F/APN-209) is exactly the same as that of the
visual only AN/APN-209A radar altimeter, with the opera-
(e) OFF flag not in view. tion being the same as outlined in paragraph 2-14-9. The
difference is only internal. A transmitter added internally
b. Testing.
sends out an aural warning to the pilot, copilot, and flight
(1) Press and hold the PUSH-TO-TEST knob. engineer interphone station ICS panels when the heli-
Check for the following indications: copter descends below the low index setting or rises
above the high index setting (in addition to the LO or HI
(a) OFF flags not in view. caution lights).
(b) Pointers indicate between 900 feet and
1,100 NOTE
The voice portion of the system works off a 10
(c) Digital displays between 900 feet and
second clock. If a transition is made thru ei-
1,100 feet.
ther Preset, back to the original warning con-
(d) LO caution light is off. dition within this time frame, the voice warn-
ing will stay at its original volume level.
(e) HI caution light is on.
On initial transition the volume is always set to Full. By
(2) Release the PUSH-TO-TEST knob. Check momentarily pressing the PUSH-TO-TEST (PTT) knob
that all indications return to those specified in step a.(2). once, the message is decreased to 1/2 volume. Momen-
tarily pressing the PTT knob a second time disables the
NOTE aural warning message. Regardless of the volume level,
The LO caution light may appear to go out. when the aircraft transitions back through either Preset
However, the light will be visible with night (HI or LO) (from caution light OFF to ON), the volume
vision goggles. In bright daylight, it may be level of the aural warning message will return to Full.

2-14-4

2-14-13. Controls and Function, Radar Altime-
ter(AN/APN-209(V)) (AVWS).
CONTROLS/
INDICATOR FUNCTION
LO SET knob The LO Set knob applies
power to altimeter system. LO
set index on both pilot’s altim-
eters can be set independent-
ly. Both LO set indexes must
be masked to turn the set off.
HI SET knob Sets position of HI set index
when turned. Adjusts the
warning message volume lev-
el and tests altimeter system
when pressed.
LO set index Indicates altitude trip point for
LO caution light.
HI set index Indicates altitude trip point for
HI caution light.
Indicator pointer Indicates absolute altitude
from 0 to 1,500 feet.
Digital indicator Provides direct reading four
digit indication of absolute alti-
tude from 0 to 1,500 feet.
LO caution light Comes on when helicopter
descends below altitude on
LO set index.
HI caution light Light comes on when helicop-
ter rises above altitude on HI
set Index.
OFF flag Flag is displayed when power
is removed from set, when in-
dications are unreliable, or
when altitude exceeds
approximately 1,500 feet.
RAD ALT dimming On right side of both instru-
controls ment panels. Controls light in-
tensity of digital display and HI
and LO caution light.
2-14-14. Normal Operation - Radar Altimeter(AN/
APN-209(V)) (AVWS).
a. Starting.
NOTE
Connect monitor headset to the aircraft ICS.
(1) Rotate the LO SET knob on the altimeter
until the LO index is at 100 feet. Rotate the HI set knob
until HI index is at 800 feet. Allow 1 minute for warmup.
(2) Check for the following indications:
TM 1-1520-240-10
(a) The pointers indicate between –5 and 5
feet.
(b) The digital displays indicate between 0
and 3 feet.
(c) LO caution light is on.
(d) Low altitude warning (”ALTITUDE LOW,
TOO LOW”) is heard in the headset.
(e) HI caution light is off.
(f) Off flag not in view.
b. Testing.
(1) Press and hold the PUSH-TO-TEST knob to
actuate the PUSH-TO-TEST condition. Verify the follow-
ing:
(a) OFF flags not in view.
(b) Pointers indicate between 900 feet and
1,100 feet.
(c) Digital displays read between 900 feet
and 1,100 feet.
(d) LO caution light is off
(e) HI caution light is on.
(f) The high altitude warning “ALTITUDE
HIGH, CHECK ALTITUDE”, is audible (Full volume) at 10
seconds intervals throughout the test. Verify that the
voice warning audio is discernable by all active crew
members.
(2) Release the PUSH-TO-TEST knob. Check
that all indications return to those specified in step a. (2).
(a) Momentarily press the PUSH-TO-TEST
knob once and verify the message is at 1/2 volume.
(b) Momentarily press the PUSH-TO-TEST
a second time and verify the warning message is OFF.
(c) Pointers indicate between 900 feet and
1,100 feet.
NOTE
The LO caution light may appear to go out.
However, the light will be visible with night
vision goggles. In bright daylight, it may be
necessary to shade the indicator to verify op-
eration of the dimming control.
(3) Rotate the RAD ALT dimming control from
BRT to DIM. Check that the digital display dims and goes
out. Check that the LO caution light dims but does not go
out completely.
c. Inflight operation.
2-14-5
TM 1-1520-240-10
CAUTION
When operating over dense foliage, the
radar altimeters will indicate the altitude to
the tops of the trees. When operating over
sparse foliage, the altimeters may indicate
the altitude between the ground and about
half the average tree height, depending on
ground speed. When external cargo is car-
ried, the radar altimeter may occasionally
indicate the distance between the bottom
of the helicopter and the load.
(1) Set RAD ALT dimming control to desired
digital display light level.
(2) Set HI and LO indexes as desired. If the
helicopter exceeds one of these indexes, an aural warn-
ing message will be heard at full volume initially, but the
volume level can be decreased by one-half (1/2) by
pressing the PUSH-TO-TEST once or inhibited by press-
ing PUSH-TO-TEST a second time. If HI or LO indexes
are not desired, set the LO index at 0 feet or the HI index
above 1,500 feet.
2-14-15. VERTICAL SPEED Indicator.
Two VERTICAL SPEED indicators are in the instrument
panel (fig. 2-1-7 and 2-1-9). They indicate the rate of
climb based on the rate of change of atmospheric pres-
sure. The indicator is a direct-reading pressure instru-
ment requiring no electrical power for operation.
2-14-16. Attitude Indicator.
Two attitude indicators are on the instrument panel (fig.
2-1-7 and 2-1-9). The attitude indicators have been spe-
cifically tailored for the flight characteristics of a helicop-
ter by the inclusion of an electrical trim capability in the
roll axis in addition to the standard pitch trim. Normal
flight attitudes of helicopters, defined by fixed amounts of
roll as well as pitch, are easily trimmed into this indicator,
and optimum operation of the helicopter in an attitude
such as hover is facilitated. Degrees of pitch and roll are
indicated by movement of a universally mounted sphere
painted optical black and light gray to symbolize earth
and sky, with a horizon line separating the two colores.
To adjust the miniature aircraft in relation to pitch, use the
lower knob. The pitch adjustment range is about 5_ nose
up and 10_ nose down minimum. To compensate attitude
2-14-6
in the roll axis, use the upper knob. The roll adjustment
range is about 8_minimum in either direction.
NOTE
Rapid rotation of the pitch and roll trim knobs
on the attitude indicator may cause abrupt
pitch and roll attitude changes with AFCS on.
The indicator incorporates integral lighting. The pilot and
copilot attitude indicators should erect within 90 seconds
after electrical power is applied. Power to operate the
attitude indicator gyros is supplied by the No. 1 and No.
2 AC bus through the NAV PILOT VGI and NAV COPLT
VGI circuit breakers on the No. 1 and No.2 PDP.
2-14-17. Pilot and Copilot Attitude Indicator (VGI)
Switch.
A VGI switch is on the instrument panel below each atti-
tude indicator (fig. 2-1-7 and 2-1-9). The switch is labeled
NORM and EMER. When the switch is at NORM, each
attitude indicator operates from a separate gyro. If either
the pilot or the copilot gyro fails, signaled by the OFF flag
on the indicator, manual switching to the remaining gyro
is accomplished by placing the respective VGI switch to
EMER. The switching of the gyros from NORM to EMER
operation is accomplished by a gyro transfer relay. Fail-
ure of the gyro will also result in failure of the associated
AFCS. Power is supplied by the No. 2 DC bus through the
NAV CONT VGI circuit breaker on the No. 2 PDP.
2-14-18. Turn and Slip Indicator (4-Minute Type).
Each turn and slip indicator (fig. 2-1-7 and 2-1-9) is con-
trolled by an electrically actuated gyro. The instrument
has a pointer (turn indicator) and a ball (slip indicator).
Power to operate the gyros is supplied by the DC essen-
tial bust through the NAV TURN & SLIP circuit breakers
on the No. 1 and No. 2 PDP.
2-14-19. Magnetic Compass.
The magnetic compass is mounted on the top of the
center instrument panel glareshield (fig. 2-1-3). It is a
direct reading instrument requiring no electrical power. It
consists of compass card mounted on a magnetic ele-
ment in a liquid-filled bowl.
2-14-20. Free Air Temperature Gauge.
The free air temperature gauge is on the exterior of the
pilot’s eyebrow window (fig. 2-1-3). The unit is calibrated
in degrees from -70 to + 50_C.

2-14-21. CHRONOMETER.
Two digital clocks labeled CHRONOMETER are located
on the copilot and pilot instrument panels (fig. 2-14-4).
Each clock has a six-digit GMT (greenwich mean time)
display and four-digit selectable display. A test mode is
provided to check system. A flashing annunciator identi-
fies which clock mode has been selected. There are
three controls on each clock, a SELECT button, a CON-
TROL button, and a DIM switch.
Figure 2-14-4. Chronometer
a. SELECT Button. It allows the selection of any of
three modes on the four-digit display: GMT, LT (local
time), or ET (elapsed time). The six-digit display shows
GMT only.
b. CONTROL Button. It is used to set the time se-
lected on the four-digit display. When the CONTROL and
SELECT buttons are pressed simultaneously, the four-
digit display is changed from the normal to the time set
mode, and the CONTROL button is functional.
c. DIM Control Switch. It is used to set the light
intensity of the display. At low light settings, the clock
display is NVG compatible.
Integral alkaline batteries maintain clock operation when
no aircraft power is applied, but the CONTROL and SE-
LECT buttons are disabled. Power to operate the chro-
nometers is supplied by the DC essential bus through the
CPLT CLOCK and PLT CLOCK on the No. 1 PDP and
No. 2 PDP.
2-14-22. Normal Operation - CHRONOMETER.
2-14-23. Setting GMT.
Press the SELECT button until GMT is selected. Simulta-
neously press both the SELECT and CONTROL buttons
to enter the set mode. The tens of hours digit will start
flashing and the CONTROL button has full control of the
flashing digit. Each time the CONTROL button is pressed
, the flashing digit will increment. Once the tenth of hours
TM 1-1520-240-10
is set, pressing the SELECT button will select the next
digit to be set. After the last digit has been selected and
set with the CONTROL button, press the SELECT button
to exit the set mode. The annunciator will resume its
normal flashing condition to indicate that the GMT clock
is running.
2-14-24. Setting LT.
Press the SELECT button until LT is selected. Simulta-
neously press both the SELECT and CONTROL buttons
to enter the set mode. The tens of hours digit will start
flashing and CONTROL button has full control of the
flashing digit. Use the same sequence as for setting GMT
with the exception that the minutes are already synchro-
nized with the GMT clock and can not be set when in LT
mode.
2-14-25. Setting ET.
The elapsed time allows for count up or count down
modes.
a. Count Up. Press the SELECT button until ET is
selected. Press the CONTROL button to start count up
sequence. The clock will count up to 59 minutes, 59
seconds and then changes to hours and minutes. It will
count up to 99 hours and 59 minutes. Pressing the CON-
TROL button again resets the ET to zero.
b. Count Down. Press the SELECT button until ET
is selected. Simultaneously press both SELECT and
CONTROL buttons to enter the set mode. A count down
from any time, not to exceed 59 minutes and 59 seconds,
can be set using the same sequence as for setting GMT.
Once the last digit is set, pressing the SELECT button
exits the set mode and the clock is ready to start count
down. Pressing the CONTROL button will start count
down sequence. When the clock reaches zero, an alarm
becomes active by flashing the numbers and the ET
counter will begin to count up. To reset the alarm press
either the SELECT or CONTROL button.
2-14-26. Test Mode.
To activate the test mode, press and hold the SELECT
button for three seconds and all numerical displays will
show an 8 and all annunciators will be active.
2-14-27. Master Caution System.
The master caution system provides the pilots with a
visual indication of helicopter conditions or faults (fig.
2-14-5 and 2-14-6). The components of the systems are
the 712 Master Caution Panel with NVG filter, 714A
Master Caution/Advisory Panel, two MASTER CAU-
TION lights with NVG filters, and a CAUTION LT panel
with a TEST and BRT-DIM switch. Power to operate and
control the master caution system is supplied by the DC
essential bus through the LIGHTING CAUTION PN cir-
cuit breaker on the No. 1 PDP.
2-14-7
TM 1-1520-240-10

2-14-28. 712 Master Caution Panel. 714A Master
Caution/Advisory Panel.
The Master Caution Panel is on the center instrument
panel (fig. 2-14-5 and 2-14-6). Each capsule is labeled
with word segments which are related to the fault or
condition. When a caution capsule illuminates, the word
segments lettered into the panel are of an amber color.
When they extinguish, the lettering is not readable.
Tables 2-14-1 and 2-14-2 contain lists of the word seg-
ments displayed on the capsules and their actual mean-
ing and cause.
712 An NVG filter is provided for use during NVG opera-
tions. The filter fits over the master caution panel and is
secured in place by hook and pile tape at its base. When
the filter is in this position, any light coming from the
caution lights will be NVG compatible. For normal opera-
tions, the filter is rotated from its base to a horizontal
position, and stowed in a compartment above the master
caution panel.

EXT PWR

EXT PWR

EAPS 1 EAPS 2
FAIL FAIL

DUAL HOOK
FAULT

PWR STEER

Figure 2-14-5. Master Caution System 712

2-14-8
 TM 1-1520-240-10

Table 2-14-1. Master Caution Panel Capsules 712

WORD SEGMENT EXPLANATION

XMSN OIL HOT Transmission oil temperature is more than 140_C.
XMSN OIL PRESS Transmission main oil pressure is less than 20 psi, or less than 10 psi in the aft rotor
shaft.
XMSN AUX OIL Less than 20 psi auxilliary oil pressure in the forward, or aft transmision or less than 10
PRESS psi in the combining transmission.
NO. 1 ENG OIL LOW Approximately 2 qt of usable oil is remaining in No. 1 engine oil tank.
NO. 2 ENG OIL LOW Approximately 2 qt of usable oil is remaining in No. 2 engine oil tank.
L FUEL PRESS Left fuel pressure is below 10 psi.
R FUEL PRESS Right fuel pressure is below 10 psi.
PWR STEER Steering control has been disabled due to system malfunction or steering limits have
been exceeded.
NO. 1 HYD FLT No. 1 flight control hydraulic system pressure is below 1,800 psi.
CONTR
NO. 2 HYD FLT No. 2 flight control hydraulic system pressure is below 1,800 psi.
CONTR
UTIL HYD SYS Utility hydraulic system pressure is below 1,800 psi.
PARK BRAKE ON Parking brake is on.
NO. 1 RECT OFF Transformer-rectifier has failed or the generator ouput is interrupted.
NO. 2 RECT OFF Transformer-rectifier has failed or the generator ouput is interrupted.
NO. 1 GEN OFF No. 1 generator is inoperative on the generator switch is at OFF.
NO. 2 GEN OFF No. 2 generator is inoperative on the generator switch is at OFF.
BATT SYS MAL Battery or battery charging system has failed or the battery has exceeded the safe oper-
ating temperature.
EXT PWR This light comes on whenever external power is connected to the bus.
L FUEL LOW Left main fuel tank has approximately 20 percent fuel remaining.
R FUEL LOW Right main fuel tank has approximately 20 percent fuel remaining.
HEATER HOT Temperature within heater is greater than 177_C.
MID HOOK OPEN The midcargo hook has been opened, either hydraulically, pneumatically, or manually.
APU ON The APU is up to speed and can be used.
DUAL HOOK FAULT The forward and/or aft hook circuit has an electrical fault and the hook(s) shall not be re-
leased electrically.
FWD HOOK OPEN The forward cargo hook has been opened either electrically or manually.
AFT HOOK OPEN The aft cargo hook has been opened either electrically or manually.
NO. 1 AFCS OFF The No. 1 AFCS is off, failed, or DASH is reprogramming.
NO. 2 AFCS OFF The No. 2 AFCS is off, failed, or DASH is reprogramming.
No. 1 ENG CHIP DET Metal chips in No. 1 engine or engine transmission oil.
NO. 2 ENG CHIP DET Metal chips in No. 2 engine or engine transmission oil.
XMSN CHIP DET Metal chips in the oil of the forward, combining, or aft transmision or the aft thrust bear-
ing.
NO. 1 ENG N1 CONT No. 1 engine N1 component has failed or the engine condition lever or N1 actuator is not
in the STOP, GND, or FLT position.

2-14-9
TM 1-1520-240-10

Table 2-14-1. Master Caution Panel Capsules 712 (Continued)

WORD SEGMENT EXPLANATION
NO. 2 ENG N1 CONT No. 2 engine N1 component has failed or the engine condition lever or N1 actuator is not
in the STOP, GND, or FLT position.
NO. 1 ENG XMSN No. 1 engine transmission oil temperature is above about 190_C.
HOT
NO. 2 XMSN HOT No. 2 engine transmission oil temperature is above about 190_C.
CM INOP Countermeasure set has failed.
CM JAM Countermeasures set has detected interference from other countermeasures sets or sys-
tem is being jammed.
EAPS 1 FAIL Pressure switch within No. 1 EAPS has sensed a pressure differential of 10 psi, indicat-
ing a partial blockage of inlet air.
EAPS 2 FAIL Pressure switch within No. 2 EAPS has sensed a pressure differential of 10 psi, indicat-
ing a partial blockage of inlet air.

2-14-29. MASTER CAUTION Lights.
Two MASTER CAUTION lights on the instrument panels
indicate that one or more of the caution capsules have
illuminated. On the pilot instrument panel, the caution
light is above the airspeed indicator. On the copilot instru-
ment panel, it is above the altimeter.
Movable NVG filters are attached to the instrument pan-
els to the left of each light. For NVG operations, the filters
can be rotated over the two MASTER CAUTION lights
making the lights NVG compatible. After the MASTER
CAUTION has illuminated and the condition noted, the
pilots should extinguish the MASTER CAUTION light by
pressing (PUSH TO RESET) the face of the light. The
MASTER CAUTION light is then ready to indicate a sub-
sequent malfunction of a different system.
Once the malfunction is corrected, the affected caution
capsule will extinguish. The HEATER HOT capsule is an
exception (Refer to Section X). If either generator is
cycled OFF then ON while another caution capsule is lit,
the MASTER CAUTION light may remain illuminated af-
ter the generator comes back on and the associated
GEN OFF capsule extinguishes. If this occurs, press to
extinguish the MASTER CAUTION light.

Figure 2-14-6. Master Caution /Advisory Panel 714A

2-14-10
 TM 1-1520-240-10

2-14-30. CAUTION LT Panel. mode of operation.

The CAUTION LT (caution light) panel is located on the
center instrument panel (16, fig. 2-1-4). It comprises of a
BRT-DIM switch and a TEST switch.
a. BRT-DIM Switch. When the switch is placed to
BRT, the caution capsule will light to full intensity. When
moved to DIM, the caution capsules will not be as bright.
When the cockpit dome lights are on white, it is not pos-
sible to dim the master caution panel. If the white dome
light is selected while the caution lights are operating on
DIM, the caution lights will automatically switch to BRT
b. TEST Switch. When the switch is placed to
TEST, all the caution capsules on the master caution
panel and the two MASTER CAUTION lights illuminate
to faciliate checking the individual capsule lamps. When
released to OFF, the lamps in the MASTER CAUTION
lights and all the caution capsules extinguish. When the
PLT INST and CPLT INST lights rotary control switches
are active, and the VHF NAV and marker beacon VOL
switches are on, the test feature will also light all the
select legends on the MODE SELECT panel and the
MKR BCN indicator lights.

Table 2-14-2 Master Caution/Advisory Panel Capsules 714A

WORD SEGMENT EXPLANATION

ENG 1 FAIL Power turbine shaft faliure, N1 underspeed, or flameout. During engine start this caution
is illuminated if the engine fails to start.
ENG 2 FAIL Power turbine shaft faliure, N1 underspeed, or flameout. During engine start this caution
is illuminated if the engine fails to start.
FADEC 1 No. 1 PRI system hard fails.
ENG CONT PWR PTIT is within contingency power range.
FADEC 2 No. 2 PRI system hard fails.
REV 1 No. 1 REV system hard fails.
REV 2 No. 2 REV system hard fails.
ENG 1 OIL LVL Approximately 2 qt of usable oil is remaining in No. 1 engine oil tank.
EAPS 1 FAIL Pressure switch within No. 1 EAPS has sensed a pressure differential of 10 psi, indicat-
ing a partial blockage of inlet air.
EAPS 2 FAIL Pressure switch within No. 2 EAPS has sensed a pressure differential of 10 psi, indicat-
ing a partial blockage of inlet air.
ENG 2 OIL LVL Approximately 2 qt of usable oil is remaining in No. 2 engine oil tank.
ENG 1 CHIP DETR Metal chips in No. 1 engine or engine transmission oil.
XMSN OIL HOT Transmission oil temperature is more than 140_C.
XMSN CHIP DETR Metal chips in the oil of the forward, combining, or aft transmission or the aft thrust bear-
ing.
ENG 2 CHIP DETR Metal chip in the No. 2 engine or engine transmission oil.
ENG 1 XMSN HOT No. 1 engine transmission oil temperature is above about 190_C.
XMSN OIL PRESS Transmission main oil pressure is less than 20 psi, or less than 10 psi in the aft rotor
shaft.
ENG 2 XMSN HOT No. 2 engine transmission oil temperature is above about 190_C.
L FUEL LVL Left main fuel tank has approximately 20 percent of fuel remaining.
XMSN AUX OIL Less than 20 psi auxilliary oil pressure in the forward, or aft transmission or less than 10
PRESS psi in the combining transmission.
R FUEL LVL Right main fuel tank has approximately 20 percent of fuel remaining.
L FUEL PRESS Left fuel pressure is below 10 spi.
HTR HOT Temperature within heater is greater than 177_C.
R FUEL PRESS Right fuel pressure is below 10 psi.
RECT 1 Transformer-rectifier has failed or the generator output is interrupted.
BATT SYS MALF Battery or battery charging system has failed or the battery has exceeded the safe oper-
ating temperature.

2-14-11
TM 1-1520-240-10

Table 2-14-2 Master Caution/Advisory Panel Capsules 714A (Continued)

WORD SEGMENT EXPLANATION

PWR STEER Steering control has been disabled due to system malfunction or steering limits have
been exceeded.
RECT 2 Transformer-rectifier has failed or the generator output is interrupted.
GEN 1 No. 1 generator is inoperative or the generator switch is at OFF.
GEN 2 No. 2 generator is inoperative or the generator switch is at OFF.
HYD 1 No. 1 flight control hydraulic system pressure us below 1,800 psi.
CD JAM Counter measures jammer failed.
UTIL HYD SYS Utility hydraulic system pressure is below 1,800 psi.
HYD 2 No. 2 flight control hydraulic system pressure is below 1,800 psi.
AFCS 1 The No. 1 AFCS is off, failed, or DASH is reprogramming.
CM INOP Counter measures inoperative.
DUAL HOOK FAULT The forward and/or aft hook circuit has an electrical fault and the hook(s) shall not be re-
leased electrically.
AFCS 2 The No. 2 AFCS is off, failed, or DASH is reprogramming.
APU ON The APU is up to speed and can be used.
EXT PWR The light comes on whenever external popwer is conencted to the bus.
FWD HOOK OPEN The forward cargo hook has been opened either electrically or manually.
PARK BRK ON Parking brake is on.
MID HOOK OPEN The midcargo hook has been opened, either hydraulically, pneumatically, or manually.
AFT HOOK OPEN The aft cargo hook has been opened either electrically or manually.

2-14-12

SECTION XV. SERVICING, PARKING, AND MOORING
2-15-1. General.
This section contains instructions on servicing, parking,
and mooring the helicopter. These instructions include
only those tasks which a flight crew may be expected to
perform when away from a military maintenance support
activity. Diagrams and tables are provided depicting ser-
vicing points, materials and walkways.
2-15-2. Servicing.
Safe walkway areas, no step areas, and no hand holds
are depicted in Figure 2-15-1. Servicing points are de-
picted in Figure 2-15-2. Table 2-15-1 lists the approved
materials, specifications and capabilities. Table 2-15-2
lists commercial equivalents for oils.
2-15-3. Fuel Types.
The following describe the various types of fuel.
a. Army Standard Fuels. JP-8 is the Army-desig-
nated primary fuels adopted for worldwide use.
b. Alternate Fuels. These are JP-4 and equivalent
commercial fuels which can be used continuously with-
out power reduction when Army standard fuel is not avai-
lable. Power setting adjustments and increased mainte-
nance may be required when an alternate fuel is used.
c. Emergency Fuels. 100LL (Low Lead) AVGAS
(aviation gasoline) is authorized for use as an emergency
fuel with operation not to exceed 6 hours cumulative
time.
2-15-4. Use of Fuel.
Consult TB 55-9150-200-24 for use of fuel and substitute
data as applicable for turbine engine aircraft (Refer to
tables 2-15-2, 2-15-3 and 2-15-4.)
a. There is no special limitation on the use of Army
standard or alternate fuel. Certain limitations are im-
posed when emergency fuels are used. For record pur-
poses, fuel mixtures shall be identified as to the major
component of the mixture.
b. The use of JP8+100 additive is not authorized for
use. However in the event of an inadvertent JP8+100
refueling (ground or aviation), the following procedures
will apply;
(1) Document the incident and quantity of
JP8+100 received on the aircraft DA Form 2408-13-1.
Register the incident with the USAPC so systemic prob-
lems can be identifed and rectified. Contact USAPC at
DSN: 977-8580.
(2) The aircraft will be allowed to operate with
this additive without restriction and will be considered
“+100” free after (3) refuelings with a full usuable fuel
load of JP8.
TM 1-1520-240-10
(3) If circumstances dictate an aircraft defuel-
ing, transfer the JP8+100 to another aircraft. If this is not
possible, the JP8+100 must be treated as a hazardous
waste material and disposed of accordingly.
(4) For ground equipment, defuel the JP8+100
and treat as hazardous waste. After defueling, consume
one tank full of JP8, then immediately replace filter/coa-
lescer elements.
c. The use of kerosene fuels (JP-5 or JP-8 type) in
turbine engines dictates a need for special precautions.
Ground starts and air restarts at low temperature maybe
more difficult due to low vapor pressure.
d. When changing from one type of authorized fuel
to another - for example, JP-4 to JP-5 or JP-8 – it is not
necessary to drain the aircraft fuel system before adding
the new fuel.
e. Fuels having the same NATO code number are
interchangeable. Jet fuels conforming to ASTM-3-1655
specification may be used when MIL-T-5624 or
MIL-T-83133 fuels are not available. This usually occurs
during cross-country flights where aircraft using NATO
F-44 (JP-5) are refueled with NATO F-40 (JP-4) or Com-
mercial ASTM Type B fuels. When this occurs, engine
operating characteristics may change in that lower oper-
ating temperature, slower acceleration, lower engine
speed, easier starting, and shorter range may be exper-
ienced. The reverse is true when changing from F-40
(JP-4) fuel to F-44 (JP-5) or Commercial ASTM Type A-1
fuels.
WARNING
To prevent fuel from spilling from the
tanks, caution should be used when open-
ing fuel caps after pressure refueling or
when aircraft has been sitting in the sun.
2-15-5. Fuel Tanks Servicing.
The CH-47D helicopter has six fuel tanks, three tanks on
each side. The tanks can be serviced through the single–
point pressure refueling system or through filler ports in
each tank. The single-point method of servicing is prefer-
red. Using this method, all tanks can be filled, partially
filled, or selectively filled in less than 4 minutes. Refer to
table 2-15-1 for individual tank capacities.
2-15-1
TM 1-1520-240-10
2-15-6. Single-Point Pressure Refueling.
The pressure refueling control panel and nozzle recep-
tacle are on the right side of the helicopter above the
forward landing gear (fig. 2-4-6). The landing gear ac-
cess cover must be opened to expose the panel and
receptacle. A nozzle grounding adapter is located on the
structure adjacent to the receptacle.
a. Be sure the helicopter is at least 50 feet from any
hangar or structure.
b. Be sure the refueling unit is at least 10 feet from
the helicopter.
c. Electrically ground the helicopter and refueling
unit as follows:
(1) Connect one end of ground cable to the aft
landing gear eyebolt or to the jack on the right side of the
fuselage at sta 115. Connect the other end to a grounding
rod or ramp ground point. Be sure the cable has no bro-
ken strands and the clips are securely attached to the
cable and ground points.
(2) Be sure the fueling unit is grounded to the
same ground point as the helicopter.
d. At the cockpit overhead Fuel CONTR panel, set
REFUEL STA switch to ON.
CAUTION
Be sure the fueling station fuel quantity
indicator is operating before pressure fue-
ling. If the indicator is not operating, the
fuel shutoff valves cannot be checked
properly and fuel cell overpressurization
may result.
e. Open the right forward landing gear access panel
and perform the following check:
(1) Set the PWR switch to ON. Check that both
REFUEL VALVE POSN lights momentarily illuminate,
then extinguish. If either light illuminates and does not
extinguish, the associated refueling valve has failed and
fuel will not flow into that aft auxiliary tank. If the fuel in this
tank is required to complete the mission, notify mainte-
nance.
(2) If required, set the LIGHT switch to ON.
(3) Set the FUEL QUANTITY selector switch to
TOTAL.
(4) Set the ALL TEST switch to PRI OFF.
(5) Connect the grounding wire to the ground-
ing receptacle and connect the fueling nozzle to the
adapter.
2-15-2
CAUTION
If either the primary or secondary float
switch for any tank is inoperative, do not
pressure refuel that tank unless the fuel
cap is removed to prevent possible fuel
cell over-pressurization. If both switches
are inoperative, do not pressure refuel the
helicopter. In addition, if both float
switches are inoperative for either main
tank, the system must be repaired before
flight to prevent fuel cell over-pressure.
(6) Open the flow control valve on the nozzle.
Check that fuel flow stops within 4 seconds. A small
amount of fuel will continue to flow through the open
secondary ports.
(7) Set the ALL TEST switch to SEC OFF.
Check that fuel flow stops within 4 seconds. A small
amount of fuel will continue to flow through the open
primary ports.
f. If all tanks are to be filled, set the ALL TEST
switch to FLOW. All tanks will now fill independently.
Rotate the FUEL QUANTITY selector switch, checking
each tank for proper fill and quantity. Shutoff valves in
each tank will close and stop fuel flow as each tank fills.
g. When refueling is completer, close the flow con-
trol valve.
h. If tanks are to be partially or selectively filled, be
sure to perform steps e. (6) and e. (7), then proceed as
follows:
(1) Set the six FUEL CELL SHUT OFF VALVE
TEST switches to PRI OFF.
(2) Set the ALL TEST switch to FLOW.
(3) Rotate the FUEL QUANTITY selector
switch to the tank to be filled. The indicator pointer will
indicate tank fuel quantity.
(4) Set the FUEL CELL SHUTOFF VALVE
TEST switch of the tank to be filled to FLOW.
(5) Open the flow control valve.
(6) When the desired fuel level is reached, set
the FUEL CELL SHUTOFF VALVE TEST switch to PRI
OFF.
(7) Repeat steps (3), (4), AND (6) on each tank
until the desired amount of fuel is in each tank.
(8) Close the flow control valve and disconnect
the nozzle and ground cable.
i. Set the PWR switch to OFF. Check that the RE-
FUEL VALVE POSN lights momentarily illuminate, then
extinguish. If either light does not illuminate on, then
extinguish, the fuel in that aft auxiliary tank is unusable.
Notify maintenance.
j. Close the landing gear access door.

k. Remove ground cables from the helicopter.
l. Set the REFUEL STA switch on the FUEL
CONTR overhead panel to OFF.
CAUTION
Perform steps m., n., and o. if helicopter
will not be operated immediately. Failure
to do so could result in refuel manifold
seepage caused by fuel expansion.
TM 1-1520-240-10
m. APU — Start (refer to Chapter 8). Place APU
GEN switch to ON or apply AC external power.
n. Operate the forward boost pump on either main
tank for about two minutes.
o. Place APU GEN switch to OFF, APU switch to
OFF, or disconnect the external power.
2-15-3
TM 1-1520-240-10

Figure 2-15-1. No Step, No Handhold, and Walkway Areas

2-15-4
 TM 1-1520-240-10

Figure 2-15-2. Servicing Diagram (Sheet 1 of 4)

2-15-5
TM 1-1520-240-10

Figure 2-15-2. Servicing Diagram (Sheet 2 of 4)

2-15-6
 TM 1-1520-240-10

Figure 2-15-2. Servicing Diagram (Sheet 3 of 4)

2-15-7
TM 1-1520-240-10

Figure 2-15-2. Servicing Diagram (Sheet 4 of 4)

2-15-8
 TM 1-1520-240-10

Table 2-15-1. Servicing

SERVICEABLE ITEM MATERIAL SPECIFICATION CAPACITY
(SEE NOTE A)

L Main Tank JP-4, JP-5 MIL-T-5624 278 Gallons

R Main Tank or JP-8 MIL-T-83133 274 Gallons
L Fwd Aux Tank JP-4, JP-5 MIL-T-5624 122 Gallons
R Fwd Aux Tank or JP-8 MIL-T-83133 119 Gallons
L Aft Aux Tank JP-4, JP-5 MIL-T-5624 118 Gallons
R Aft Aux Tank or JP-8 MIL-T-83133 117 Gallons
ERFS II Tank 1, JP-4, JP-5 MIL-T-5624 825.5 Gallons
2, or 3 or JP-8 MIL-T-83133 825.5 Gallons
Each Engine Oil TAnk Lubrication Oil MIL-L-23699 or MIL-L-7808 12 Quarts
(See note C)
APU Engine Oil Lubrication Oil MIL-L-23699 or MIL-L-7808 3 Quarts
(See note C)
Forward Transmission Lubrication Oil DOD-L-85734 or MIL-L-23699 26 Quarts
(See note C)
Aft Transmission Lubrication Oil DOD-L-85734 or MIL-L-23699 41 Quarts
(See note C)
Combining Transmission Lubrication Oil DOD-L-85734 or MIL-L-23699 20 Quarts
(See note C)
Engine Transmission (each) Lubrication Oil DOD-L-85734 or MIL-L-23699 10 Quarts
(See note C)
Each Flight Control System Res- Hydraulic Fluid MIL-H-83282 (See note B) 2 Quarts
ervoir
Utility Hydraulic System Reservoir Hydraulic Fluid MIL-H-83282 (See note B) 6 Quarts
Rotor Head Oil Tanks Lubrication Oil MIL-L-7808 As Required
Shock Absorbers and Landing Hydraulic Fluid MIL-5606 As Required
Gear Shock Struts
Swashplates Grease MIL-G-81322 As Required
Tires — 8.50 x 10 Type III, For- Air/Nitrogen 88 PSI
ward and Aft
Accumulators Air/Nitrogen BB-N-411
Apu Start
Brakes
Power Steering/Swivel Lock
Signal Accumulator
Utility Reservoir
No. 1 and No. 2 Flight Control

WARNING

Synthetic oils, such as MIL-L-23699, DOD-L-85734 and MIL-L-7808, may soften paint or stain clothing
upon contact. If synthetic oil is spilled on painted surfaces, those surfaces should be cleaned
immediately. Skin should be thoroughly washed after contact and saturated clothing should be
removed immediately. Prolonged skin contact with synthetic oils may cause a skin rash. Areas
where synthetic oils are used should have adequate ventilation to keep mist and fumes to a mini-
mum.
NOTES: A. These are maximum capacities which include residual and trapped oil/fuel. Servicing capacities will
be less.
B. Hydraulic fluid MIL-H-5606 may be used when MIL-H-83282 is not available.
C. When FAT is below -32_C, use MIL-L-7808.

2-15-9
TM 1-1520-240-10

Table 2-15-2. Equivalent Oils and Hydraulic Fluids

APPROVED DOMESTIC COMMERCIAL OILS FOR MIL-L-23699
Manufacturer’s Designation:
PQ Turbine Lubricant 6423/6700/C3889/ C3788/9598
Brayco 899/899-G
Castrol 5000
EMGARD Synthezied Turbine Lubricant 2592/2949
EXXON 2830
ESSO Turbo Oil 2830
HATCOL 3211/3611/11639/1680
Mobil RM-139A/147A/247A/246A/249A/250A/270A
Royco 899/899B/899C/899HC/899E-1/899-2
Aeroshell Turbine Oil 500
Stauffer Jet II E-7603
APPROVED DOMESTIC COMMERCIAL FLUIDS FOR MIL-H-5606
Manufacturer’s Designation:
PQ 2890/2863/2903/2905/2950/4140/3808/4328
Mobil Aero HFD
Stauffer Aero Hydroil 500
Brayco 757B/756F/756ES/756E
Brayco Micronic 756ES
TEXACO Aircraft Hydraulic Oil 15/TL-10711
Cheveron Aviation Hydraulic Fluid D PED 5225
Penreco Petrofluid 4606/4146/4607
Royco 756C/756D/756E
Castrol Hyspin A
Aeroshell Fluid 41
APPROVED DOMESTIC COMMERCIAL FLUIDS FOR MIL-H-83282
Manufacturer’s Designation:
Royco 782 E-1/782 E-2
Gulf TS-741
Brayco Micronic 882/882A
Royco 782/782-1/782-2
Aeroshell Fluid 31
American Oil PQ3883/4219/4401B/4627/4268/4362C/4401/4401A/4923/4908
Emery 2946A/2942/2857/2858
HATCOL 4283/4284/4285
Penreco Petrofluid 822
APPROVED DOMESTIC COMMERCIAL FLUIDS FOR MIL-L-7808
Manufacturer’s Designation:
Aero Turbine Oil 308
American Oil PQ Turbine Oil 8365/9900/4236
Castrol 399
Brayco 880
EXXON Turbo Oil 2389/2391
HATCO 1278/1280
Mobil RM-272A/248A
Royco 808H/808HC
Technolube SYN TURBO No. 3

2-15-10
 TM 1-1520-240-10

Table 2-15-3. JP-4 Equivalent Fuel

MILITARY FUEL
U.S. JP-4 (MIL-T-5624)
NATO F-40 (Wide cut type)
COMMERCIAL FUEL (ASTM-D-1655) JET B*
American Oil Co. American JP-4
Atlantic Richfield, Richfield Div. Arcojet B
B.P. Trading B.P.A.T.G.
Caltex Petroleum Corp. Caltrex Jet B
Cheveron Cheveron B
Continental Oil Co. Conoco JP-4
EXXON Co., USA Exxon Turbo Fuel B
Gulf Oil Gulf Jet B
Mobil Oil Mobil Jet B
Phillips Petroleum Philijet JP-4
Shell Oil Aeroshell JP-4
Texaco Texaco Avjet B
Union Oil Union JP-4
FOREIGN FUEL (F-40)
Belgium BA-PF-2B
Canada 3GP-22F
Denmark JP-4 MIL-T-5624
France Air 3407 A
Germany VTL-9130-006
Greece JP-4 MIL-T-5624
Italy AA-M-C-1421
Netherlands JP-4 MIL-T-5624
Norway JP-4 MIL-T-5624
Portugal JP-4 MIL-T-5624
Turkey JP-4 MIL-T-5624
United Kingdom (Britain) D. ENG RD 2454
* Commercial fuel such as ASTM-D-1655 not containing a icing inhibitor per MIL-I-27686 (commercial name is
“PRIST”). Use PRIST in accordance with instructions on the can. Anti-icing and Biocidal Additive for Commercial
Turbine Engine Fuel - The fuel system icing inhibitor shall conform to MIL-L-27686. The additive provides anti-ic-
ing protection and also functions as a biocide to kill microbial growths in helicopter fuel system,s. Icing inhibitor
conforming to MIL-I-27686 shall be added to commercial fuel not containing an icing inhibitor during refueling op-
erations, regardless of ambient temperatures. Refueling operations shall be accomplished in accordance with ac-
cepted commercial procedures. Commercial product PRIST conforms to MIL-I-27686.

2-15-11
TM 1-1520-240-10

Table 2-15-4. JP-5 and JP-8 Equivalent Fuel

MILITARY FUEL
U.S. JP-5 (MIL-T-5624) JP-8 (MIL-T-83133)
NATO F-44 F-34
COMMERCIAL FUELS (ASTM-D-1655) JET A/JET A-1*
American Oil Co. American type A
Atlantic Richfield ArcoJet A Arcojet A-1
Richfield Div. Richfield A Richfield A-1
B.P. Trading B.P.A.T.K
Caltrex Petroleum Corp. Caltex Jet A-1
Chevron Chevron A-50 Chevron A-1
Cities Service Co. CITGO A
Continetal Oil Co. Conoco Jet-50 Conoco Jet-60
EXXON Co., USA EXXON A EXXON A-1
Gulf Oil Gulf Jet A Gulf Jet A-1
Mobil Oil Mobil Jet A Mobil Jet A-1
Phillips Petroleum Philijet A-50
Shell Oil Aeroshell 640 Aeroshell 650
Sinclair Superjet A Superjet A-1
Standard Oil Co. Jet A Kerosene Jet A-1 Kerosene
Texaco Avjet A Avjet A-1
Union Oil 76 Turbine Fuel
FOREIGN FUELS (NATO-F44)
Canada 3-GP-24e
West Germany UTL-9130-007.UTL-9130-010
Italy AMC-143
Netherlands D. Eng RD 2493
United Kingdom (Britain) D. Eng RD 2498
* Commercial fuel such as ASTM-D-1655 not containing a icing inhibitor per MIL-I-27686 (commercial name is
“PRIST”). Use PRIST in accordance with instructions on the can. Anti-icing and Biocidal Additive for Commercial
Turbine Engine Fuel - The fuel system icing inhibitor shall conform to MIL-L-27686. The additive provides anti-ic-
ing protection and also functions as a biocide to kill microbial growths in helicopter fuel system,s. Icing inhibitor
conforming to MIL-I-27686 shall be added to commercial fuel not containing an icing inhibitor during refueling op-
erations, regardless of ambient temperatures. Refueling operations shall be accomplished in accordance with ac-
cepted commercial procedures. Commercial product PRIST conforms to MIL-I-27686.

2-15-12

2-15-7. Gravity Refueling. Perform the following
steps:
a. Be sure the helicopter is at least 50 feet from any
hangar or structure.
b. Be sure the fueling vehicle is at least 10 feet from
the helicopter.
c. Electrically ground the helicopter as follows:
(1) Connect one end of an approved ground
cable to the aft landing gear eyebolt or to one of the jacks
on the side of the fuselage. Grounding jacks are located
at sta. 115 on the RH side and sta. 530 on the LH side in
the fuselage skin. Connect the other end to a grounding
rod or ramp ground point. Make sure the cable has no
broken strands and the clip are securely attached to the
cable and ground points.
(2) Make sure the fueling unit is grounded to the
same ground rod or ground point as the helicopter.
(3) Before opening the filler cap, ground the
nozzle to the ground jack directly above the fuel tank
filler.
d. When the fuel is at the desired level, remove the
nozzle. Secure the filler cap. Then, disconnect the nozzle
ground wire.
e. Remove the ground connection. If the helicopter
is to remain parked, do not disconnect the helicopter
ground.
2-15-8. ERFS Refueling and Fuel Transfer.
ERFS Refueling and Fuel transfer will be in accordance
with existing Air Worthiness Release (AWR).
2-15-9. ERFS II Refueling.
Refueling the ERFS II tanks is performed by either single
point pressure refueling or gravity refueling.
WARNING
The manually operated fuel/defuel vent
valve on each tank must be placed in the
closed position following pressure refue-
ling. Failure to do so could permit signifi-
cant fuel leakage in the event of a crash
and the vent self–sealing breakaway valve
fails to actuate.
CAUTION
If the fuel/vent valve is not opened, the
tank cannot be pressure refueled.
TM 1-1520-240-10
a. Single Point Pressure Refueling. The ERFS II
tanks are single point pressure refuled from a connection
at the motorized gate valve. The motorized gate valve
must be open to pressure refuel and is controlled by the
refuel valve switch on the ERFS II fuel control panel
located on the forward most ERFS II tank installed. The
fuel transfer hose is connected to the forward intercon-
necting ERFS II fuel manifold. Fuel from the transfer
hose passes through the breakaway valve and the
manual fuel/defuel valve to the lower fuel/shutoff valve in
the tank bottom.
CAUTION
The operator must exercise caution to
avoid ERFS II tank overflow during gravity
refueling. There is no automatic fuel flow
shutoff.
b. Gravity Refueling. If pressure refueling of ERFS
II tanks is not performed or prevented, each tank can also
be gravity filled through the gravity filler opening on the
top of each tank. To gravity fill, the crashworthy filler cap
is removed and external fuel source nozzle is inserted
and the tank is filled. Low pressure flow rates must be
maintained as venting or vapors bypass the filler opening
and the fuel/defuel vent valve is closed during this opera-
tion. Because fuel is not entering the tank through the
fuel/defuel line, the high level shutoff valve has no effect
stopping the fuel flow into the tank.
2-15-10. Single Point Pressure Refueling.
a. Electrical ground — Connect electrical ground
from refueling aircraft. Check that the ground wire from
each ERFS II tank is connected to an aircraft ground
receptacle.
b. Fuel hose from refueling source — Connect to
aircraft single-point pressure refueling connection.
c. Single-Point Pressure Refueling Hose
Assembly - Unisex valve at the ERFS II tank — OPEN.
d. Manual FUEL/DEFUEL VALVE at each tank as-
sembly — OPEN.
e. REFUEL STA switch located on the overhead
FUEL CONTR Panel — ON.
f. REFUEL VALVE switch on the ERFS II Fuel Con-
trol Panel OPEN. IN TRANSIT light will briefly illuminate
g. Refuel the ERFS II tanks. Fuel flow will automati-
cally stop when tanks are full.
h. FUEL QUANTITY switch — Set to 1, 2, 3, and
TOTAL to confirm tanks and system contain desired fuel
quantities.
i. REFUEL VALVE switch. — CLOSE. IN TRANSIT
light will briefly illuminate.
2-15-13
TM 1-1520-240-10
WARNING
The manually operated fuel/defuel valve
must be placed in the closed position fol-
lowing pressure refueling. Failure to do so
could permit significant fuel leakage in the
event of a crash and the vent self-sealing
breakaway valve fails to actuate.
j. Manual FUEL/VENT VALVE at each tank assem-
bly — CLOSED.
k. Single-Point Pressure Refueling Hose
Assembly- Unisex valve at the ERFS II tank — CLOSE.
l. Fuel hose from refueling source — Disconnect
from aircraft single-point pressure refueling connection.
m. Electrical ground — Disconnect electrical ground
from refueling source to the aircraft.
2-15-11. Gravity Refueling.
a. Electrical ground — Connect electrical ground
from refueling source to aircraft.
b. Grounding Cable on each ERFS II tank — Check
connection security.
c. Filler cap — Remove.
d. Service tank.
CAUTION
The operator must exercise caution to
avoid ERFS II tank overflow during gravity
refueling. there is no automatic fuel flow
shutoff.
e. FUEL QUANTITY switch — Set to 1, 2, 3, TOTAL
to confirm tanks and system contain desired fuel quanti-
ties. (Will indicate only when aircraft power is applied).
f. Filler Cap — Replace.
g. Electrical ground — Disconnect electrical ground
from refueling source to aircraft.
2-15-12. Fuel Transfer.
Fuel transfer from the ERFS II tanks to the helicopter’s
main tanks is accomplished through the use of dual cen-
trifugal pumps in each ERFS II tank. During fuel transfer,
the manually operated fuel/defuel valve on each tank
must be closed to prevent fuel circulation inside the tank.
With the fuel/defuel valve closed, fuel is pumped into the
fuel manifold at a rate of approximately 20 gpm. Fuel is
delivered by the fuel manifold to the helicoter main fuel
tanks through the aircraft fuel system quick disconnect
fittings in the left and right side cargo compartment at
STA 380. During transfer, the roll-over vent valve in each
ERFS II tank allows venting and equalization of tank
pressure above 5 psi from thermal expansion, contrac-
2-15-14
tion, and barometric pressure changes in the bladders.
The high level fuel shutoff valves in the tanks prevent
overfilling. The high level fuel shutoff valves in the tanks
prevent overfilling. The metallic float and ball in the roll-
over vent valve prevents fuel from escaping should the
tank become inverted in a roll-over and prevents slosh
from uncoordinated flight from leaking to the overboard
vent lines. To transfer fuel from the FARE system, fuel is
pumped from the ERFS II tanks by the FARE pump. The
manually operated fuel/defuel valve must be in the open
position for the FARE transfer.
2-15-13. Engine Oil System.
The engine oil tank and oil quantity indicator are an inte-
gral part of the engine (fig. 2-15-2). Service either engine
oil system as follows:
a. If the engine has not been operated in the preceding
24 hours and the oil level is low, run it and then recheck the
oil level. Otherwise an inaccurate oil level may be indicated.
b. Check oil level by looking through the grilled opening
on the left side of the engine cowling at the 9 o’clock posi-
tion.
c. If the indicator shows less than full, open the oil filler
access panel on the forward top side of the engine cover.
d. Refer to DA Form 2408-13-1 and table 2-15-1 for
the type of oil to use. Under normal conditions, engines shall
be serviced with one type of oil only. If one type of oil is in
an engine and that oil is not available, the other type may be
used in an emergency.
e. Remove the filler cap. Fill the tank with oil until the
indicator shows full. Do not overfill tank.
f. Install the filler cap. Close both access panels.
2-15-14. APU Oil System.
Service the APU as follows:
CAUTION
Do not use the APU drip pan as a hand-
hold. Damage to equipment will result.
a. Remove the filler cap from the left side of the APU
(fig. 2-15-2).
CAUTION
Do not overfill. Damage to the APU can
result from overfilling.
b. Add oil to the APU oil tank until the level reaches the
FULL mark on the sight gage. Under normal conditions, the
APU shall be serviced with one type of oil only. If one type
of oil is in an APU and that oil is not available, the other type
may be used in an emergency.
c. Reinstall and check security of the filler cap.

2-15-15. Transmission Oil System.
Service the forward transmission, engine/combining trans-
mission, and aft transmission as follows:
a. Access to oil filler and location of sight gage of each
transmission (fig. 2-15-2) are as follows.
(1) The oil filler and sight gage for forward trans-
mission are accessible within the hinged fairing on the right
side of the forward pylon. The filler neck is in the top forward
area of the transmission. The sight gage is located in the
bottom area below the filler neck; it can be viewed from
above and can also be seen through a viewing port in the
canted bulkhead at sta. 95 above the pilot’s seat.
(2) The oil filler and sight gage for aft transmission
is on forward right side of the transmission sump. It is acces-
sible from the cargo ramp area.
(3) The common oil filler for the combining trans-
mission and both engine transmissions is on the combining
transmission oil tank. It is accessible within the fairing of aft
pylon leading edge.
b. Refer to DA Form 2408-13-1 and table 2-15-1 for
the type of oil to use. Under normal conditions, the transmis-
sions shall be serviced with one type of oil only. If one type
of oil is in an transmission and that oil is not available, the
other type may be used in an emergency.
NOTE
To prevent overfilling the engine and combin-
ing transmissions, check oil level within 30
minutes of shutdown. If the transmissions
have been shut down for more than 30 min-
utes, run the helicopter for a minimum of 5
minutes to verify oil level before servicing.
NOTE
To prevent overfilling the forward and aft
transmission, check oil level after the aircraft
has been shut down for 30 minutes.
c. Fill the forward transmission, engine/combining and
aft transmissions to the FULL mark next to each sight
gage.
2-15-16. Hydraulic Systems Servicing.
2-15-17. Hydraulic Systems Fluid Servicing.
The utility systems and both flight control hydraulic systems
are serviced by a common fill module on the right side of the
helicopter above the ramp (fig. 2-15-2). The fluid level indi-
cators are on the MAINTENANCE PANEL above the fill
module. One indicator is for both flight control hydraulic
systems. The other indicator is for the utility system. Direct
level checks can also be made from the reservoir piston
rods. Service any system as follows:
a. Check the sight gage on the fill module reservoir for
fluid level. If fluid cannot be seen on the sight gage, fill the
reservoir.
TM 1-1520-240-10
b. Check the fluid level in the flight control reservoirs by
selecting each system at the FLT CONTR switch on the
MAINTENANCE PANEL. Then press the LEVEL
CHECK switch. Check the fluid level in the utility reser-
voir by pressing the LEVEL CHECK switch.
c. Turn the system select valve to the position for
the system to be serviced.
d. Using the handpump on the fill module, pump
fluid into the system until the fluid in the reservoir is at the
FULL mark. Keep the sight gage on the fill module full of
fluid by adding fluid to the reservoir as required.
e. Turn the system select valve to OFF.
2-15-18. Hydraulic Systems Accumulator Prechar-
ge.
Figure 2-15-3 depicts the relationship between proper
accumulator precharge and ambient temperature. To
check that an accumulator is properly precharged, read
free air temperature from the FAT gauge. Enter the bot-
tom of the chart at the indicated temperature and move
vertically to the pressure indicated on the accumulator
pressure gage. If the indicated pressure is within the
minimum and maximum limits, the accumulator is prop-
erly precharged. If the indicated pressure is not within
limits, refer to TM 55-1520-240-23 to service the accu-
mulator.
2-15-19. Flight Controls Hydraulic Systems Accu-
mulators.
The No. 1 flight control system accumulator is within the
forward transmission fairing, on the right side. The No. 2
system accumulator is within the aft pylon, on the right
side. Determine either accumulator precharge as fol-
lows:
a. Access to the respective accumulator.
b. Note precharge on accumulator and ensure is
within limits as per figure 2-15-3.
c. If servicing is required, refer to TM
55-1520-240-23.
2-15-20. Utility System Accumulators.
There are five accumulators in the utility hydraulic sys-
tem. They provide pressure to start the APU, operate the
power brakes and swivel locks, and maintain line pres-
sure throughout the system.
a. The APU start accumulator is the largest in the
helicopter. It is mounted overhead in the ramp area at the
right of the aft transmission sump. The APU start module
accumulator is located aft and to the right of the APU start
accumulator. The utility reservoir pressurization (boot-
strap) accumulator is located forward of the No. 2 flight
control accumulator in the aft pylon, accessible through
the pylon right access panel. Determine accumulator
precharge as follows:
(1) Depressurize the accumulator by turning
the handle on the UTILITY RESERVOIR DEPRESSU-
RIZE valve to OPEN. The valve is on the right side of the
cabin, in the cargo ramp area.
2-15-15
TM 1-1520-240-10
(2) Press and hold the depressurization valve
on the APU start module accumulator until system pres-
sure is depleted. When the accumulator has been de-
pressurized, return the handle of the UTILITY RES-
ERVOIR DEPRESSURIZE valve to NORMAL.
(3) Not precharge on accumulators and ensure
is within limits as per figure 2-15-3.
(4) If servicing is required, refer to TM
55-1520-240-23.
b. The power steering and swivel lock accumulator
is located on the right side of the cabin, in the cargo ramp
area. Determine accumulator precharge as follows:
NOTE
An alternate method is to apply external pow-
er to the helicopter and cycling the STEER-
ING CONTROL SWIVEL STEER switch on
the center console from LOCK to UNLOCK
several times.
(1) Depressurize the accumulator by starting
the APU and placing the APU GEN switch to ON.
(2) Place the HYD BRK STEER isolation switch
on the overhead switch panel to OFF. Cycle the STEER-
ING CONTROL SWIVEL STEER switch on the center
console from LOCK to UNLOCK approximately six
times.
(3) Note precharge on accumulator and ensure
precharge is within limits as per figure 2-15-3.
(4) If servicing is required, refer to TM
55-1520-240-23.
2-15-16
c. The brake accumulator is located within the aft
left side of the forward transmission fairing. Determine
accumulator precharge as follows:
(1) Depressurize the accumulator by pressing
the brakes approximately four times or until it becomes
hard to apply the brakes.
(2) Accumulator precharge should read be-
tween 600 and 850 psi.
(3) If servicing is required refer to TM
55-1520-240-23.
2-15-21. Ground Handling (Towing).
Refer to TM 55-1520-240-23.
2-15-22. Parking.
Park helicopter as directed in the following steps:
a. Apply wheel brakes. Then, set the parking bra-
kes.
b. Place chocks as required.
CAUTION
Failure to position blades properly can al-
low a blade to hit the fuselage. This may
damage the fuselage and blade.
c. Position rotary-wing blades 30_ off centerline of
helicopter.
d. Unplug the battery after the last flight of the day.
 TM 1-1520-240-10

FLIGHT CONTROL, UTILITY, POWER STEERING AND SIGNAL ACCUMULATORS

APU START ACCUMULATOR

Figure 2-15-3. Accumulators Precharge Limits

Change 2 2-15-17
TM 1-1520-240-10

e. Lock all doors and hatches. l. Heater exhaust protective cover

f. Moor the helicopter (refer to TM m. Heater inlet cover.
1-1500-250-23).
2-15-25. Helicopter Security (Typical).
2-15-23. Mooring. The helicopter is equipped with door lock security de-
Refer to TM 1-1500-250-23. vices (fig. 2-15-6). These devices prevent interior access
to the helicopter by unauthorized persons. Install the
2-15-24. Protective Covers. devises as follows:
The following protective covers should be stowed in the a. Make sure the ramp is full up. Install the cable
helicopter (fig. 2-15-4 and 2-15-5). They are used as hook through the ramp controls access door latch. Se-
necessary whenever helicopter is parked or moored. cure the fastener to the bracket. Make sure the warning
streamer is visible.
a. Engine (LH) inlet cover or EAPS (LH) inlet cover.
b. Close the lower rescue hatch door. If the door
b. Engine (RH) inlet cover EAPS (LH) inlet cover. cannot be closed, secure the utility hatch to a tiedown
c. Engine outlet cover (2 ea). ring with a cargo strap.
c. Secure the release straps of the two cabin es-
d. Hydraulic cooler exhaust cover
cape hatches and cargo door escape hatch will restrain-
e. Pitot tube covers (2 ea) ing clamps. Make sure clamps are located as close to the
release grommet as possible. Make sure the warning
f. Aft transmission cooler and APU exhaust cover. streamers are readily visible.
g. Transmission and hydraulic cooler intake. d. Install lock pins through the pilot’s and copilot’s
h. Transmission and hydraulic cooler exhaust (LH window latches. Then, insert the quick-release pin
and RH). through the bracket on the floor and into the door latch
plate. Make sure the warning streamers are readily vis-
i. Transmission and hydraulic cooler inlet (aft py- ible.
lon).
e. Install left forward latchable escape hatch cover.
j. Cockpit enclosure protective cover
f. Close the cabin doors. Install the bracket with the
k. Rotor hub protective cover (2 ea). padlock.

2-15-18
 TM 1-1520-240-10

Figure 2-15-4. Protective Covers

2-15-19
TM 1-1520-240-10

Figure 2-15-5. EAPS Protective Covers

2-15-20
 TM 1-1520-240-10

Figure 2-15-6. Installation of Helicopter Security Devises (Typical)

2-15-21/(2-15-22 blank)

CHAPTER 3
AVIONICS
SECTION I. GENERAL
3-1-1. Description.
The avionic systems in the CH 47D helicopters consist
of the communications equipment providing HF, VHF
AM/FM, and UHF-AM communications. The navigation
equipment includes LF-ADF, VOR ILS, Marker Beacon,
Doppler/GPS, and Omega. VHF-FM homing is provided
through the AN/ARC-201 FM communication radio.
Transponder equipment consists of an IFF receiver-
transmitter with inputs from the barometric altimeter for
altitude encoding. Absolute height is provided by a radar
altimeter. For mission avionics equipment, refer to Chap-
ter 4, Mission Equipment.
TM 1-1520-240-10
3-1-2. Avionics Equipment Configuration.
Equipment configuration in the CH-47D helicopter is
listed in table 3-1-1.
3-1-3. Avionics Power Supply.
Power to operate the avionics systems is supplied by the
No. 1 and No. 2 DC buses, the DC essential bus, and No.
1 and No. 2 115-volt and 26-volt AC buses (Chapter 2).
The No. 1 VHF AM/FM, interphone and UHF sets can be
operated by selecting the BATT switch to ON. To operate
the remaining avionics equipment, the APU generator or
the main helicopter generators, must be operating, or AC
ground power must be connected. All circuit breakers
must be in.
3-1-1
TM 1-1520-240-10

Table 3-1-1. Communications/Navigation Equipment

FACILITY DESIGNA- USE LOCATION
TION
INTERPHONE C-6533/ARC INTERCOMMUNICATIONS BETWEEN THREE INTERPHONE CON-
CREWMEMBERS AND RADIO CON- TROLS ON CONSOLE,
TROL THREE INTERPHONE CON-
TROLS IN CABIN
UHF RADIO AN/ARC-164 TWO-WAY UHF-AM COMMUNICATIONS CONTROL ON CONSOLE
(INCLUDES R/T)
VHF AM/FM RADIO AN/ARC-186 TWO-WAY VHF AM/FM COMMUNICA- CONTROL ON CONSOLE
TIONS (INCLUDES R/T)
VOICE SECURITY TSEC/KY-58 TWO-WAY CLEAR OR SECURE VOICE CONTROL ON CONSOLE
EQUIPMENT COMMUNICATION FOR NO. 1 VHF/FM
RADIO
TSEC/KY-75 COMSEC CONTROL ON CONSOLE (IF
INSTALLED)
TSEC/KY-100 SECURE VOICE AND DATA COMMU- CONTROL ON CONSOLE (IF
NICATION. OPERATIONAL WITH NAR- INSTALLED)
ROW AND WIDE BAND RADIOS (HF,
VHF, UHF, SATCOM)
VHF NAVIGATION AN/ARN-123 PROVIDES VOR BEARINGS AND CONTROL ON CANTED
AND INSTRUMENT COURSE INFORMATION, ILS LOCALIZ- CONSOLE
LANDING SYSTEM ER, GLIDE SLOPE, AND MARKER BEA-
CON INDICATIONS
DIRECTION FIND- AN/ARN-89 AUTOMATIC OR MANUAL DIRECTION CONTROL ON CANTED
ER SET FINDING AND HOMING CONSOLE
GYROMAGNETIC AN/ASN-43 PROVIDES HEADING INFORMATION IN CONTROL ON OVERHEAD
COMPASS SET FREE GYRO OR MAGNETIC MODES SWITCH PANEL
DOPPLER NAVIGA- AN/ASN-128 PROVIDES WORLDWIDE NAVIGATION CONTROL ON CANTED
TION SET CAPABILITY WITHOUT USE OF CONSOLE
GROUND FACILITIES
DOPPLER GPS AN/ASN-128B PROVIDES WORLDWIDE NAVIGATION CONTROL ON CANTED
NAVIGATION SET CAPABILITY WITHOUT USE OF CONSOLE (INCLUDES DIS-
GROUND FACILITIES PLAY)
TRANSPONDER AN/APX-100 RADAR IDENTIFICATION AND TRACK- CONTROL ON CANTED
SYSTEM ING CONSOLE
HIGH FREQUENCY AN/ARC-220 LONG RANGE TWO-WAY COMMUNICA- CONTROL ON CONSOLE
RADIO SET TIONS WITH ALE AND ECCM
VHF-FM RADIO AN/ARC-201 TWO-WAY VHF-FM COMMUNICATIONS CONTROL ON CONSOLE
AND HOMING

3-1-2
 TM 1-1520-240-10

SECTION II. COMMUNICATIONS

3-2-1. Interphone System (C-6533/ARC). CONTROLS/ FUNCTION
The interphone system is a multi-station intercommu- INDICATOR
nication and radio control system for control of voice 2 - UHF radio
radio communication. It also monitors the output of navi- 3 - No. 2 VHF AM/FM radio
gation radio receivers and warning tones from IFF and 4 - HF radio
radar warning sets. The basic components of the inter- 5 - Not used
phone system are six control panels (fig. 3-2-1). There is AUX - VOR/Localizer
one panel each for the pilot, copilot, troop commander, NAV - direction finder
the gunners stations, and flight engineer. in addition, OFF disables associated audio
there is an interphone station for the hoist operator and input to headset.
two external interphone receptacles. Power for the sys- ON radio enables associated
tem is supplied by the DC essential bust through the input to headset.
COMM INTPH LH and COMM INTPH RH circuit break-
ers on the No. 1 and No. 2 PDP. HOT MIKE Two position toggle switch en-
Switch Position ables hands-free operation
3-2-2. Controls and Function, Interphone Control (PTT/foot switch operation not
(C-6533/ARC). (fig. 3-2-2) required) of headset micro-
phone for interphone only.
CONTROLS/ FUNCTION OFF Hands-free operation disabled.
INDICATOR PTT/foot switch operation re-
Function Selector Five position rotary switch quired for operation.
Switch Position used to select interphone oper- HOT MIKE Hands-fee operation enabled.
ating mode.
ICS Connects headset-microphone NOTE
to interphone system.
Switch settings are not necessary to receive
1 Connects headset-microphone marker beacon, radar warning, and IFF audio
to No. 1 VHF FM or No. 1 VHF tones.
AM/FM radio set.
2 Connects headset–micro- Press to talk (PTT) Two or three position switches
phone to UHF radio set. Switches Position used to enable the microphone
side of the interphone system
3 Connects headset-microphone when operator is speaking.
to No. 2 VHF AM/FM radio set. These switches are described
4 Connects headset-microphone in detail below.
to HF radio set.
Pilot/Copilot Trigger Three position PTT switch. Off
5 Not used. PTT Switch (on pi- disables microphone (not
lot and copilot cyclic pressed) enables headset.
NOTE stick) Position
Pilot/Copilot can transmit on all four transmit- Interphone Enables microphone transmis-
ters. Troop Commander can transmit on the (First detent) sion to all interphone stations,
HF and VHF FM transmitters only. Gunners regardless of function switch
and Flight Engineer cannot access any trans- settings.
mitters.
Radio transmit Enables microphone transmis-
Receiver Switches Seven two position toggle (Second detent) sion over radio set selected by
1-5, AUX, and NAV switches used to select-head- control panel function switch.
Position set audio input as follows: Pilot’s/Copilot’s Two position PTT switch.
1 - No. 1 VHF FM or No. 1 Foot Switches (on
VHF AM/FM radio cockpit floor next to
heel slide) Position

3-2-1
TM 1-1520-240-10

Figure 3-2-1. Interphone Stations

3-2-2
 TM 1-1520-240-10

CONTROLS/ FUNCTION 3-2-3. Antenna System.

INDICATOR
Antennas used for avionics communications and elec-
Off Released position disables mi- tronic systems equipment are shown in figure 3-2-3. This
crophone. figure shows the maximum antenna configuration. All
antennas illustrated may not appear on all helicopters.
Talk Depressed position: enables 3-2-4. UHF-AM Have Quick II Radio (AN/ARC-164).
headset microphone.
Hoist Control PTT Two position PTT Switch. The UHF Have Quick II (HQ II) radio (AN/ARC-164) is
Switch (on hoist located on the center console. It is capable of providing
control grip) Posi- normal and ECCM, Anti-Jam (AJ) two-way voice com-
tion munications in the band from 225.000 to 399.975 MHz in
25 kHz increments. The HQ II is capable of operating with
Off Released position; disables mi- the Basic HAVE QUICK radio. It also provides 20 preset
crophone. frequencies and will monitor and transmit on a perma-
Talk Depressed position; enables nent guard channel (243.000 MHz). When in the AJ
headset microphone mode preset 20 is restricted to AJ operations. The usual
operating mode for the radio set is the normal mode
HOT MIKE switch Three position toggle switch where the radio uses 1 of 7,000 frequencies. Power for
on HOIST OPERA- selects hoist operator’s inter- the UHF-AM Have Quick II radio set is supplied by the 28
TORS PANEl phone operating mode. volt essential bus through the COMM UHF AM circuit
(Chapter 4) breaker on the No. 1 PDP.
OFF Requires operation of PTT
switch for interphone commu- There are presently three configurations of the AN/ARC
nications. 164-UHF/AM radio. The following paragraphs identify
the visual differences in their configurations.
HOT MIKE Operation of PTT switch not
required for interphone com- a. AN/ARC-164, UHF/AM Basic (not modified for
munications. Have Quick) 100MHz selector for the hundreds digit only
MOM ON Operation of PTT switch re- has a 2 and a 3 position.
quired for interphone commu- b. AN/ARC-164 UHF/AM Have Quick I (capable of
nications. (Spring loaded to single WOD entry only). Has a four position selector for
OFF position when released.) the hundreds digit, A, 2. 3, and T. Does not have EMB
Gunner’s Foot Two position pressure sensi- label adjacent to the Pre-set channel selector.
Switch Position tive switch mounted in move-
able floor mat. c. AN/ARC-164 UHF/AM Have Quick II. Same as b.
above, but includes EMB label adjacent to the Pre-set
Off Released position; disables mi- channel selector.
crophone.
Reverse compatible communications between HQ II and
On Depressed position; enables
HQ I radios in the AJ mode, is accomplished by either,
microphone.
entering a single WOD or selecting the appropriate
MWOD and net number with a suffix 00.

3-2-5. Anti-Jam Mode.

Figure 3-2-2. Interphone Control (C-6533/ARC)
The AJ mode uses a frequency hopping scheme to
change the frequency many times per second. this
makes it difficult for the enemy to jam the frequencies
since knowledge of the frequencies being used by the
pilot are unavailable. Because the particular frequency
used at any instant depends on the precise time-of-day
(TOD), all participating UHF-AM Have Quick II radios
must have clocks which are synchronized. In addition, all
participating radios must have the same word-of-day
(WOD) and net number data when in the AJ mode.

3-2-3
TM 1-1520-240-10

3-2-6. Word-of-Day.
The WOD programs the frequency hopping rate and pat-
tern. Without it, the radio cannot function in the AJ mode.
A WOD is made up of a maximum of six WOD segments
plus a date code. The Have Quick II radios are capable
of storing up to six WODs, thus allowing for multi-day use
of the radio set. This technique is known as multiple
word-of-day (MWOD) loading. The basic have QUICK
radio allows loading a single WOD, in volatile memory.
Four operating modes are used within the radio set to
initiate various Have Quick (HQ) programing functions.
They are accessed via preset 20 with the frequencies
listed in Table 3-2-1. The functions are Operate/verify,
MWOD load, MWOD erase, and Frequency Managed
Training (FMT) frequency load.

1. Glide slope 9. ADF loop and sense antennas

2. Radar warning 10. UHF -AM
3. HF ARC-220 antenna
11. VHF AM/FM (typical top and bottom)
4. VHF navigation
12. FM homing
5. Radar warning
13. Doppler navigation
6. IFF
7. ECM antennas 14. Radar warning blade antenna
8. Marker beacon 15. Radar altimeter

Figure 3-2-3. Antenna Locations

3-2-4
 TM 1-1520-240-10

Table 3-2-1. Have Quick II Additional Functions 3-2-7. Time-of-Day.

Frequency and Use
The TOD is essential for communicating in the AJ mode
which allows frequency-hopping at the same instant in
time. Reception and transmission of the TOD is possible
FUNCTION FREQUENCY USE in normal and AJ modes. The first TOD reception must
Operate/verify 220.000 Places the radio in occur in the normal mode.
the normal operat- The radio automatically accepts the first TOD message
ing mode and pro- once the predesignated frequency for TOD transmission
vides for the verifi- has been entered and the T position of the hundredth
cation of an megahertz selector has been momentarily selected and
MWOD released. Subsequent messages are ignored unless the
logged for entered pilot enables the radio to receive a new/updated TOD.
date code. The TOD contained in a radio may also be sent to other
radios similarly equipped.
MWOD load 220.025 Enables the load-
ing of MWOD’s. 3-2-8. Net Number.
MWOD Erase 220.050 Enables the pilot The net number enables multiple station nets to operate
to completely simultaneously on a noninterfering basis in AJ mode,
erase the nonvola- while sharing a common WOD and TOD. The net number
tile memory con- begins with the letter A and is followed by three digits
taining the from 000 to 999. The last two digits of the display desig-
MWOD’s. nate how the radio is to function and/or the frequency
FMT frequency 220.075 Enables the load- hopping table being used (Table 3-2-2). Net number
load ing of training fre- availability is dependent on the operational mode of AJ
quencies. and is depicted in table 3-2-3.
Table 3-2-2. Net Selection
MWOD data is stored in nonvolatile memory within the TACTICAL
radio set. Seven memory locations are available for each
00 - Basic HAVE QUICK
MWOD with the capability of storing a maximum of six
MWODs within the radio set. The channel selectors, the 25 - HAVE QUICK II NATO Hopset
manual frequency selectors, and the tone button are uti-
lized to load the required segments for each MWOD. 50 - HAVE QUICK II non-NATO Hopset
Channel positions 20–14 are used to facilitate the load- 75 - Not Used-Interrupted Fault Tone
ing of MWOD segments. A minimum of one WOD must
be stored for the unit to be functional in the AJ mode. TRAINING
Channel position 14 is used for day-of-month information
(date code). The date code is represented by frequency 00 - Basic HAVE QUICK Training
3AB.000 MHz in which AB is the day of the month. For 25 - HAVE QUICK II Training
example; if today’s date is the 15th of the month, the date
code entry would be 315.000 MHz. Channel position 1 is 50/75 - Not Used - Interrupted Fault Tone
used for entering the current operational date is the same
as the date code format.
Table 3-2-3. Net Type, Quantity, and Frequency
Range
When the radio is turned off or power is lost after entry of
MWOD and date code, the data is not lost; therefore, the
information remains intact until manually changed or era- Types of Nets Quantity Range of Nets
sed. The six most recently entered MWOD’s are retai- Basic HQ Training 5 A00.000 – A00.400
ned. If a MWOD with duplicate date is entered, the new
entry takes precedence. Basic HQ Tactical 1000 A00.000 – A01.500
HQ II Training 16 A00.025 – A01.525
After the MWOD information is entered, the pilot would
HQ II Tactical 1000 A00.0XX – A99.9XX
proceed to obtain the TOD. Operational date information
is part of the HQII TOD message. If HQII TOD message
is unavailable, the pilot must manually enter the opera- NOTE
tional date so the radio can select the proper MWOD. If Any selection of a net number outside the
power is lost, operational date is lost and must be reen- range indicated, for each type of net, will re-
tered. sult in the invalid number warning tone.

3-2-5
TM 1-1520-240-10

3-2-9. Conferencing. CONTROLS/ FUNCTION

In the AJ mode, the radio has the capability to receive INDICATOR
and process two simultaneous transmissions on the TONE Momentary contact switch.
same net. This conferencing capability is selected by the Pressing the TONE switch
hundredth and thousandth digits of WOD segment 2, when in the normal mode en-
loaded using channel position 19 and is disabled when
ables a 1020 Hz tone on the
operating in the secure speech mode.
selected frequency, unless
In a conference net, the second transmitting radio will TOD has been accepted in
automatically shift its transmission frequency by 25 kHz which case a1667 Hz-tone is
when it monitors a transmission on the primary net fre- heard prior to the 1020 Hz
quency. The wide band receiver will monitor both trans- tone. When A-3-2-T switch is
missions without the interference normally associated in A, it enables TOD transmis-
with two radio transmitting on the same frequency simul- sion followed by a 1020 Hz
taneously. Three simultaneous transmissions will create tone on the selected frequen-
garbled reception. cy. When A-3-2-T switch is in
3-2-10. Controls and Function, UHF-AM Have Quick T, it initiates the emergency
II Radio (AN/ARC-164). (fig. 3-2-4) startup of the TOD clock.
When in the load mode. Press-
CONTROL/ FUNCTION ing the TONE switch with
INDICATOR channels 1, 14, or 15 through
Function Select Four position rotary switch 20 selected in the manual
Switch used to select radio operating mode enters the MWOD data
mode. into non-volatile memory.
Pressing the TONE switch
OFF Power to set is disabled; radio when in the erase mode,
set inoperative. erases all MWOD data from
MAIN Radio set can be used to non-volatile memory.
transmit and receive; guard re- VOL Rotary control used to adjust
ceiver inoperative. radio output volume.
BOTH Radio set can be used to SQUELCH Switch Two position toggle switch to
transmit and receive; guard re- select radio squelch mode.
ceiver operates.
OFF Squelch is disabled
ADF Not used.
ON Squelch is enabled
Frequency Mode Three position rotary control
Selector used to select frequency tun-
ing mode.
MANUAL Permits manual frequency
selection using frequency con-
trols.
PRESET Permits selection of preset
channel frequencies in radio
set (maximum of 20 channels).
GUARD Automatically disables the anti-
jam mode and tunes radio set
to guard channel frequency
(243.000 MHz).
Frequency Selec- Five rotary controls used to se-
tors lect radio operating frequency
or state.

Figure 3-2-4. UHF-AM Have Quick II Radio

(An/ARC-164)

3-2-6

CONTROLS/ FUNCTION
INDICATOR
100 MHz Control Four position rotary control
(A-3-2-T) switch
A Selects anti-jam mode.
3 Hundreds digit of desired fre-
quency while in the normal
mode.
2 Hundreds digit of desired fre-
quency while in the normal
mode.
T Momentary spring-return posi-
tion which enables the radio to
accept a new TOD for up to
one minute after selection.
Also used in conjunction with
the tone button in the emer-
gency startup of the TOD clock
when TOD is not available
from external sources.
10 MHz Control Ten position (0 through 9)
rotary control used to select
second digit of operating fre-
quency. When in AJ mode, it
selects the first digit of net
number.
1 MHz Control Ten position (0 through 9)
rotary control used to elect
third digit of operating frequen-
cy. When in AJ mode, it selects
the second digit of net number.
0.1 MHz Control Ten position (0 through 9)
rotary control used to elect
fourth digit of operating fre-
quency. When in AJ mode, it
selects the third digit of net
number.
0.025 MHz Control Four position rotary control
used to select fifth and sixth
digits of operating frequency.
Operates in 0.025 MHz incre-
ments. When in the AJ mode,
it selects the appropriate fre-
quency table within the radio
net.
Frequency Display Six digit display (200.000
through 399.975) displays se-
lected radio operating frequen-
cy.
TM 1-1520-240-10
CONTROLS/ FUNCTION
INDICATOR
Channel Selector Used to select and display any
of the 20 preset radio frequen-
cy channels.
CHAN Displays selected preset chan-
nel.
PRESET Switch Momentary contact switch.
(Under channel/fre- when depressed causes se-
quency card) lected radio frequency entered
on frequency display to be
stored in channel indicated on
channel display, in normal op-
eration.
3-2-11. Normal Operation – UHF-AM Have Quick II
Radio.
The following steps provide operating procedures.
a. Starting.
(1) Interphone control panel — Set switches as
follows.
(a) Receiver 2 switch — ON.
(b) Function select — 2.
(2) Function switch — MAIN or BOTH.
(3) Mode selector — As required.
(4) SQUELCH switch — As required.
(5) VOL control — As required.
b. Presetting Channels. Perform the following steps
to preset a channel to desired frequency.
(1) Set the Frequency Mode Selector to PRE-
SET.
(2) Use the manual frequency selector switches
to select the frequency to be placed in memory.
(3) Turn the preset channel control switch to the
desired channel number.
(4) Raise the cover under the channel card.
Press and release the PRESET switch. Close the cover.
(5) Using a soft lead pencil, record the frequen-
cy selected for the channel number on the card pro-
vided.
c. Stopping. Function switch — OFF.
3-2-12. Anti-Jam Operation — UH-AM Have Quick II
Radio.
The following steps provide AJ operating procedures.
a. MWOD Loading.
(1) Perform paragraph 3-2-11 Starting steps
a(1) and a (2).
3-2-7
TM 1-1520-240-10

(2) Channel selector switch — Set to 20. (2) Verify Mode.

(3) Frequency mode selector switch — PRE- NOTE
SET.
This verification test only checks for presence
(4) Frequency mode selector switch — Set of a WOD with the corresponding date code.
220.025 MHz. It does not check for the authenticity of the
(5) PRESET switch — Press. Radio is now pro- WOD segments entered.
grammed to accept MWOD. (a) Channel selector switch — Set to 20.
(6) Frequency mode selector switch — MANU- (b) Frequency mode selector switch —
AL. MANUAL.
(c) Frequency selector switches — Enter
(7) Frequency selector switches — Enter first
date code to be verified.
WOD segment.
NOTE
(8) TONE switch — Press. First WOD segment
is now loaded to the nonvolatile memory of the radio — If a single beep is not present for a particular
Listen for BEEP. date code and the anti-jam mode is entered
using that date, a constant warning tone will
(9) Channel selector switch — Set to 19. be heard signifying that the anti-jam mode
initialization cannot be properly completed.
(10) Frequency selector switches — Enter sec-
(d) Channel selector switch — Set to 19,
ond WOD segment.
then back to 20. A single beep will be heard if WOD with
(11) TONE switch — Press. the date code in step (c) is present.
(12) The remaining four WODs can be loaded in c. Erase Mode.
a similar fashion by dialing the next lower preset channel, (1) Channel selector switch — Set to 20.
selecting the next WOD segment. After entering last seg-
ment, listen for a double (3125 Hz) beep. (2) Frequency mode selector switch —
PRESET.
(13) Channel selector switch — Set to 14. (3) Frequency selector switches — Enter
(14) Frequency selector switches — Enter date 220.050 MHz.
code. (4) PRESET switch — Press.
(15) TONE switch — Press. At this time, one (5) Frequency mode selector switch —
complete WOD with its corresponding date code has MANUAL.
been entered to the nonvolatile memory. (6) TONE switch — Press. All MWODs are
(16) Additional WODs can be loaded by repeat- now erased.
ing steps (5) through (15). Once WODs have been en- d. Training Frequency Load.
tered, today’s operational date must then be entered.
(1) Channel selector switch — Set to 20.
(17) Channel selector switch — Set to 1.
(2) Frequency mode selector switch —
(18) Frequency selector switches — Enter op- PRESET.
erational date. (3) Frequency selector switches — Enter
(19) TONE switch — Press. 220.075 MHz
(4) PRESET switch — Press.
b. Operate/Verify Modes.
(5) Frequency mode selector switch —
(1) Operate Mode. MANUAL.
(a) Frequency mode selector switch — (6) Frequency selector switches — Enter
PRESET. desired training frequency.
(b) Channel selector switch — Set to 20. (7) TONE switch — Press. A single beep
will be heard.
(c) Frequency selector switches — Enter
220.000 MHz. (8) The next frequency is loaded by enter-
ing the next lower preset channel, selecting the next
(d) PRESET switch — Press. Radio set is training frequency, and pressing the TONE switch. Up to
now programmed to operate in either normal mode or 16 training frequencies may be entered. Following this
anti-jam mode. procedure.

3-2-8

e. TOD.
(1) TOD Receive/Update.
NOTE
The first TOD message received within one
minute of selecting T on the hundreds fre-
quency selector switch will be accepted.
When communications are slightly garbled
but otherwise acceptable during AJ opera-
tions, this is an indication of drift in TOD syn-
chronization. A TOD update should be per-
formed.
(a) Frequency selector switches or channel
selector switch — Set to predetermined TOD frequency.
(b) Hundreds frequency selector switch —
Momentarily select T, then release. A momentary 1667
Hz tone will be heard while receiving the TOD message.
NOTE
The following step is not necessary if TOD
message is being transmitted continuously
on the predetermined TOD frequency; for ex-
ample, continuous TOD message is being
transmitted from a satellite.
(c) Request TOD from another station with-
in the net.
(2) TOD Send.
(a) Frequency selector switches or channel
selector switch — Set to predetermined TOD frequency.
(b) TONE switch — Press. A momentary
1667 Hz tone will be heard, when the TOD message is
transmitted, followed by a 1020 Hz tone until switch is
released.
(3) Emergency TOD Start-UP.
NOTE
The emergency TOD start-up provides an ar-
bitrary TOD which is not synchronized to
coordinated time. The radio set will not com-
municate with any other Have Quick II radio
set in AJ mode unless this new TOD is trans-
mitted to other radio sets.
(a) Perform step a MWOD Loading
(b) Perform step b (1) Operate Mode
(c) Hundreds frequency selector switch —
Select T and hold while simultaneously pressing TONE
switch. A 1667 Hz tone will be heard when the TOD is
programmed.
(d) TONE switch — Release.
(e) Hundreds frequency selector switch —
Release.
f. Anti-Jam Mode.
(1) Perform paragraph 3-2-6 step Starting.
TM 1-1520-240-10
(2) Load MWOD — Refer to paragraph 3-2-12
step a MWOD Loading.
(3) Receive TOD — Refer to paragraph 3-2-12
step e(1) TOD Receive/Update.
(4) Perform paragraph 3-2-12 step b(1) Oper-
ate Mode.
NOTE
A steady 3125 Hz warning tone will be heard
when the anti-jam (A) mode is selected and
either the WOD is not in the nonvolatile
memory or the TOD has not been pro-
grammed.
(5) Hundred frequency selectors switch — A.
(6) Other frequency selector switches — Enter
net number.
3-2-13. VHF AM/FM Radio Sets (AN/ARC-186)
a. One or two VHF AM/FM radio sets (AN/ARC-186)
are installed: No. 1 set on the pilot side of the console, No.
2 on the copilot side. Each set provides communications
in the VHF AM and FM bands. The set operates in the
following modes and frequency ranges: AM reception
between 108.00 and 151.975 MHz, AM receiver and
transmit between 116.000 and 151.975 MHz , and FM
transmit , receive, and homing from 30.000 to 87.975
MHz. Channel spacing is 25 kHz in all bands. Up to 20
channels plus two guard channels can be prestored in
the set (removing power from the set does not affect
stored channels). When the set is used for FM homing
and selected for display on the HSI by the HSI MODE
SELECT panel, steering information will be shown by the
course deviation indicator; homing signal strength will be
shown by the glideslope deviation pointer: and homing
signal adequacy warning will be shown by the glideslope
failure and navigation failure warning flags. The set oper-
ates on 28-volt DC power: No. 1 set receives power from
the DC essential bus through the COMM VHF NO. 1
AM/FM circuit breaker in the No. 2 PDP; No. 2 set re-
ceives power from the No. 1 DC bus through the COMM
VHF NO. 2 AM/FM circuit breaker on the No. 1 PDP..
b. Antenna Select System. Three antennas are
installed as part of the AM/FM radio installation: a top and
bottom communications antenna and a FM homing an-
tenna. Both AM and FM can be transmitted and received
over the same antenna but not at the same time. Antenna
selection is controlled by the two position VHF ANT SEL
switch on the center instrument panel. The normal switch
position is down at the SYS 2-SYS 1 position. The No. 1
AM/FM set is connected to the top antenna. If a water
landing is to be made or the bottom antenna is damaged,
setting the switch up to SYS 1-SYS 2 reverses the normal
antenna connections and connects the NO. 1 AM/FM set
to the top antenna and the No. 2 AM/FM set to the bottom
antenna. This ensures that secure voice is available
through the top antenna. Power to operate the system is
supplied by the DC essential bus through the VHF ANT
SEL circuit breaker on the No. 2 PDP.
3-2-9
TM 1-1520-240-10

NOTE CONTROLS/ FUNCTION

INDICATOR
The antenna select system has no effect on Frequency Controls Four rotary controls used to
the FM homing antenna. The homing antenna manually select radio operat-
(towel bar) is on the bottom of the fuselage aft ing frequency.
of the cockpit (fig. 3-2-3) and is connected to
the FM set only. 10 MHz Control Thirteen position (03 through
17) rotary control used to se-
lect first and second digits of
3-2-14. Controls and Function, VHF AM/FM Radio operating frequency.
Set. (fig. 3-2-5)
1 MHz Control Ten position (0 through 9)
rotary control used to select
third digit of operating frequen-
CONTROLS/ FUNCTION cy.
INDICATOR 0.1 MHz Control Ten position (0 through 9)
Mode Select Switch Three position rotary switch rotary control used to select
used to select radio operating fourth digit of operating fre-
mode. Power is applied to ra- quency
dio in all positions except OFF. 0.025 MHz Control Four position rotary control
OFF Power to set is disabled, radio used to select fifth and sixth
is inoperative. digits (00 through 75) of oper-
ating frequency in 0.025 MHz
TR Radio operates in the transmit- increments.
receive mode.
Frequency Display Display selected radio operat-
DF Radio operates in the direction ing frequency.
finder mode.
WB/NB/MEM LOAD Three position toggle switch
Frequency Control/ Four position rotary used to Switch (under chan- used to select radio operating
Emergency Select select radio frequency tuning nel card) band, and during preset chan-
Switch mode. nel frequency loading.
EMER AM Radio is tuned to AM Guard NB Places radio in NB (narrow
channel frequency. band) operation.
EMER FM Radio is tuned to FM Guard WB Places radio in WB (wide
channel frequency. band) operation.
MAN Allows manual tuning of radio
operating frequency. NOTE

PRE Allows selection of any 20 pre- Switch will remain in WB position unless
set operating frequencies. otherwise instructed by radio set controller.
VOL Rotary control adjusts radio MEM LOAD Momentary contact position
output volume. used with frequency controls
SQ DIS/TONE Three position toggle switch and channel selector to load
Switch used to select radio squelch preset channels.
operations.
Normal (center Preset squelch level is se- 3-2-15. Normal Operation – AM/FM Radio Set.
position) lected. The following steps provide operating procedures.
SQ DIS Squelch operation is disabled.
a. Starting.
TONE Not used - maintenance opera-
tion only. (1) Interphone control panel -— Set switches as
follows:
Preset Channel Se- Twenty position rotary control
lector used to select any 20 preset (a) Receiver 3 switch — ON
channel frequencies.
(b) Selector switch — 3.
CHAN Display selected radio operat-
ing preset channel. (2) VHF ANT SEL switch — SYS 2 – SYS 1.

3-2-10

Figure 3-2-5. VHF AM/FM Radio Set (AN/ARC-186)
b. Transmit-receiver mode.
(1) Mode select switch — TR.
(2) Frequency Control/Emergency Select
Switch — As required. If greater receiver sensitivity is
required, set the SQ DIS/TONE switch to SQ DIS.
(3) VOL control — As required.
c. Stopping. Mode select switch — OFF.
d. Presetting channels. Perform the following steps
to preset a channel to a desired frequency.
(1) Mode select switch — TR.
(2) Frequency select switch — MAN.
(3) Rotate the four frequency select switches
until the desired frequency is displayed.
(4) Rotate the preset channel selector until the
desired channel appears in the preset CHAN indicator.
(5) Remove the snap-on cover.
(6) Momentarily set the bandwidth WB, NB,
MEM LOAD switch to MEM LOAD. The preset frequency
is now in memory.
TM 1-1520-240-10
(7) Using a soft lead pencil, record the loaded
frequency opposite the channel number on the snap-on
cover.
(8) Using the above procedure, preset any oth-
er channels and install the snap-on cover.
3-2-16. VHF/FM Radio Set (AN/ARC-201).
The AN/ARC-201 is located on the pilot instrument panel
and provides two-way frequency modulated (FM narrow
band voice communications.
a. The following items from the airborne radio sys-
tem.
ITEM DESCRIPTION
1. Receiver-Transmitter Radio Panel Mounted
(RT-1476)
2. Amplifier (AM 7189)
b. Essential Operational Technical Characteristics.
Except where specifically indicated otherwise, the follow-
ing operational/technical parameters are the minimum
essential characteristics. Unless otherwise specified,
they apply to each radio configuration.
3-2-11
TM 1-1520-240-10

c. Frequency Range. The frequency range is 30 to 3-2-17. Controls and Functions VHF/FM Radio
87.975 MHz channelized in tuning increments of 25 kHz. Set. (fig.3-2-6)
In addition a frequency offset tuning capability of -10 kHz,
-5kHz, +1kHz is provided in both receive and transmit CONTROLS/ FUNCTION
mode; this frequency is not used in the ECCM mode. INDICATOR

d. Homing. Function Selector

OFF Primary power OFF. Memory
(1) Mode select switch — HOM.
battery power ON.
(2) Operating frequency — Set. TEST RT and ECCM modules are
NOTE tested. Results; GOOD or
Any strong single channel signal within the FAIL.
frequency range of the radio set can be used SQ ON RT on with squelch.
for homing.
SQ OFF RT with no squelch.
(3) FM button on HSI MODE SELECT PANEL
— press. Check that SEL lamp is lit. RXMT RT in RECEIVE mode. Used
as a radio relay link.
(4) Homing procedures. The course deviation
bar on the HSI provides the primary navigation indication LD Keyboard loading of preset fre-
when the set is in homing mode. The bar only provides quencies.
information on whether the helicopter is left, right, on LD-V TRANSEC variable loading is
heading to a signal source, or over the signal source. The enabled.
TO-FROM ambiguity arrows will not function and selec-
tive source feature is not available. Ambiguity is solved Z-A Not an operational position.
using either of the following methods: Used to clear the TRANSEC
variable.
(a) Directional method. When the helicop-
STOW All power removed. Used dur-
ter is heading inbound to the signal source with the bar
ing extended storage.
centered, the indications are directional in that a change
in heading to the right will cause the bar to drift to the left. Mode Selector
Conversely, a change in heading to the left will cause the HOM Homing antennas are active;
bar to drift to the right. When the helicopter is heading
communication antenna is dis-
outbound from the signal source with the vertical pointer
connected. Provides pilot
centered, the indications are nondirectional in terms of
steering, station approach, and
steering. A change in heading to the right will cause the
signal strength indicators.
bar to drift to the right. A change in heading to the left will
cause the bar to drift to the left. SC Single channel mode of opera-
tion. Operating frequency se-
(b) Build and fade method. If the signal lected by PRESET selector
source is transmitting a 150-Hz tone-modulated signal keyboard entry.
and the helicopter is inbound to the signal source, the
tone will increase in intensity. The tone will decrease in FH Frequency hopping mode se-
intensity on an outbound heading. lected. PRESET selector posi-
tions 1-6 select frequency hop-
(5) Additional homing characteristics. The fol- ping net parameters.
lowing additional characteristics may be observed when
homing. The glideslope deviation pointer will rise from FM-M Frequency hopping-master
the horizontal mark when the aircraft is inbound (increas- position selects control station
ing signal strength) to a transmitter. The pointer will fall as the time standard for com-
to the horizontal mark when outbound. The glidescope municating equipment.
failure and navigation failure warning flags will be in view Preset Selector
if there is inadequate homing signal strength. A dip in the
horizontal pointer may or may not occur when passing MAN Used in a single mode to se-
over the station, depending on the signal source, helicop- lect any operating frequency in
ter speed, and altitude. 25 kHz increments.

3-2-12

CONTROLS/ FUNCTION
INDICATOR
POS. 1-6 In single channel mode, preset
frequencies are selected or
loaded. In FH or FM-M mode,
frequency hopping nets are se-
lected.
CUE Used by a non-ECCM radio to
signal to CUE or ECCM radio.
IFM RF Selector
OFF (Bypass) - 10 watts
LO (Low Power) -2.5 watts
NORM (Normal) -10 watts
HI (High power) - 40 watts
Display The display generally operates
in conjunction with the key-
board. Other displays may be
selected by the FUNCTION
and MODE selectors.
Keyboard A 15- button array of switches
in a 4 x 4 matrix, used to insert
data or select data for display.
The keyboard is comprised of
10 numerical buttons, three
special functions, and two
command buttons.
Switches 1 - 9 Used to key in frequencies,
load time information, or off-
sets.
CLR Used to zeroize the display or
to clear erroneous entries.
0 (H-LD) Used to enter zeroes. Second
function (hold) initiates transfer
of ECCM parameters.
STO/ENT Initiate entry of all data by key-
board entry. Its second func-
tion is to store a received Hop-
set or Lockout Set held in hold-
ing.
FREQ Display the current operating
frequency during single chan-
nel (manual or preset) opera-
tion.
TM 1-1520-240-10
CONTROLS/ FUNCTION
INDICATOR
SEND/OFST Modify a single channel oper-
ating frequency, manually se-
lect or preset, to include offsets
of + 5 or +10 kHz. It has a sec-
ond function on initiating an
ERF Transmission if a Hopset
or Lockout.
Set is in the holding memory
and the Mode Switch is in the
FH-M position.
TIME Used to display or change the
time setting maintained within
each RT.
FILL Used to fill ECCM parameters
from an external fill device.
Entry of ECCM parameters is
initiated by the H-LD button on
the keyboard with the FUNC-
TION switch in LD or LD-V.
Figure 3-2-6. VHF/FM Radio Set (AN/ARC-201)
3-2-18. Voice Security Equipment TSEC/KY-58.
The voice security equipment is user with the FM band
of the No. 1 VHF AM/FM radio to provide secure two-way
communication. The equipment is controlled by the re-
mote control unit (RCU) Z-AHP mounted on the right side
of the console. The POWER switch must be at ON, re-
gardless of the mode of operation, whenever the equip-
ment is installed. Power to operate the voice security
system is supplied by the No. 2 DC bus through the
COMM KY-28 circuit breaker on the No. 2 PDP.
3-2-13
TM 1-1520-240-10
3-2-19. Controls and Functions. (fig. 3-2-7)
CONTROLS/ FUNCTION
INDICATOR
ZEROIZE Switch Momentary contact toggle
(under spring- switch used to clear (ZER-
loaded cover) OIZE) any crypto-net variables
stored in the TSEC/KY-58.
Delay Switch Two position toggle switch;
DELAY position used when re-
ceived signal is to be retrans-
mitted.
PLAIN/C/RAD1 Two position rotary switch
Switch used to select TSEC/KY-58 op-
erating mode. A third position
(C/RAD 2) is covered and
locked out.
PLAIN Permits normal (unsecured)
communications on associated
FM radio set.
C/RAD1 Permits secured communica-
tions on associated FM radio
set.
FILL Switch Six position, rotary switch,
used to select any of six stor-
age registers for storage of
crypto-net variable (CNV).
MODE Switch Three position rotary switch
used to select the operating/
loading mode of the TSEC/
KY-58.
OP Allows normal operation of
KY-58.
LD Allows normal loading of CNV.
RV Allows remote loading of CNV.
POWER ON Switch Two position toggle switch
Position used to apply power to TSEC/
KY-58.
3-2-20. Normal Operation.
a. Operating procedures for secure voice.
NOTE
To talk in secure voice, the KY-58 must be
loaded with any number of desired variables.
(1) Set the MODE switch to OP.
(2) Set the FILL switch to the storage register
which contains the required CNV.
3-2-14
Figure 3-2-7. Remote Control Unit TSEC/KY-58
(Z-AHP)
(3) Pull out and lift up the POWER switch to ON.
A beeping tone and background noise will be heard in the
headset. Before the set can be used, the tone must be
cleared by momentarily keying the No. 1 VHF AM/FM
radio with the PTT switch.
(4) Set the PLAIN C/RAD1 switch to C/RAD1.
(5) If the signal is to be retransmitted, pull out
and lift up the DELAY switch to (ON).
(6) Clear voice procedures: To operate in
clear voice (plain text) simply:
(a) Set the PLAIN-C/RAD switch to
PLAIN.
(b) Operate the equipment.
b. Zeroizing procedures.
NOTE
Instructions should originate from the net con-
troller or commander as to when to zeroize
the equipment.
(1) Lift the red ZEROIZE switch cover.
(2) Push the spring-loaded ZEROIZE switch
up. This will zeroize position 1-16.
(3) Close the red cover. The equipment is now
zeroized and secure voice communications are no lon-
ger possible.
c. Automatic remoter keying procedures.
NOTE
Automatic remote keying (AK) causes an old
CNV to be replaced by a new CNV. Net con-
troller simply transmits the new CNV over the
air to your KY-58.
(1) The net controller will use a secure voice
channel, with directions to stand by for an AK transmis-
sion. Calls should not be made during this stand-by ac-
tion.

(2) Several beeps will be heard in the headset.
This means that the old CNV is being replaced by a new
CNV..
(3) Using this new CNV, the net controller will
ask for a radio check.
(4) After the radio check is completed, the net
controller instructions will be to resume normal commu-
nications. No action should be taken until the net control-
ler requests a radio check.
d. Manual remote keying procedures. The net con-
troller will make contact on a secure voice channel with
instructions to stand by for a new CNV by a manual
remote keying (MK) action. Upon instructions from the
net controller:
(1) Set the FILL switch to position 6. Notify the
net controller by radio and stand by.
(2) When notified by the net controller, set the
MODE switch to RV (receive variable). Notify the net
controller and stand by.
(3) When notified by the net controller, set the
FILL switch to any storage position selected to receive
the new CNV (may be unused or contain the variable
being replaced). Notify the net controller and stand by.
NOTE
When performing step (3), the storage posi-
tion (1 through 6) selected to receive the new
CNV may be unused or it may contain the
variable which is being replaced.
(4) Upon instructions from the net controller:
(a) Listen for the beep on your headset.
(b) Wait two seconds.
(c) Set the MODE switch to OP.
(d) Confirm.
(5) If the MK operation was successful, the net
controller will now contact you via the CNV.
(6) If the MK operation was not successful, the
net controller will contact you via clear voice (plain) trans-
mission, with instructions to set your FILL selector switch
to position 6 and stand by while the MK operations re-
peated.
e. It is important to be familiar with certain KY-58
audio tones. Some tones indicate normal operation while
others indicate equipment malfunction. These tones are
heard only in the cipher mode and are:
TM 1-1520-240-10
(1) Continuous beeping, with background
noise, is a crypto alarm. This occurs when power is first
applied to the KY-58 or when the KY-58 is zeroized. This
beeping is part of normal KY-58 operation but must be
cleared by momentarily keying the No.1 VHF AM/FM
Radio before communications can be achieved.
(2) Background noise indicates that the KY-58
is working properly. This noise should occur at power on
of the KY-58 and when the KY-58 is generating a crypto-
variable. If the background noise is not heard at power
on, the equipment must be checked out by maintenance
personnel.
(3) Continuous tone should indicate a parity
alarm. This will occur whenever an empty storage regis-
ter is selected while holding the PTT button in. This tone
can mean any of three conditions:
(a) Selection of an empty storage register.
(b) A bad cryptovariable is present.
(c) Equipment failure has occurred. To
clear this tone, follow the loading procedures in TM
11-5810-262 -OP. If this tone continues, have the equip-
ment checked out by maintenance personnel.
(4) Continuous tone could also indicate a crypto
alarm. If this tone occurs at any other time other than in
(3) above, equipment failure may have occurred. To clear
this tone, repeat the loading procedures in TM
11-5810-262 -OP. If this tone continues, have the equip-
ment checked out by maintenance personnel.
(5) Single beep, when DELAY switch is
down(not selected), can indicate any of three normal
conditions.
(a) Each time the PTT button is pressed
when the KY-58 is in C (cipher) and a filled storage regis-
ter is selected, this tone will be heard. Normal use
(speaking) of the KY-58 is possible.
(b) When the KY-58 has successfully re-
ceived a cryptovariable, this tone indicates that a good
cryptovariable is present in the selected register.
(c) When you begin to receive a transmis-
sion, this tone indicates that the received signal is in a
secure voice.
(6) A single beep, when the DELAY switch is up
(time delay) occurring after the preamble is sent, indi-
cates you may begin speaking.
(7) A single beep, followed by a burst of noise
and a seemingly dead condition, indicates that your re-
ceiver is on a different variable than the distant transmit-
ter. If this tone occurs when in C/RAD1: Turn FILL switch
to the CNV, Plain-Cipher switch to PLAIN and contact the
transmitter in clear text and agree to meet on a particular
variable.
3-2-15
TM 1-1520-240-10

3-2-21. HF Radio Set (AN/ARC-220). Data Connector (6) Interfaces ARC-220 system to
data transfer device for datafill.
WARNING Key Connector (7) Interfaces ARC-220 system to
data transfer device for keyfill.
ANTENNA DANGERS Mode Switch (8) Five position rotary switch se-
The HF Radio Liaison Facility AN/ARC-220 lects mode of operation.
in the ALE mode sounds (transmits short
tone bursts) and replies to ALE calls auto- MAN Selects HF conventional com-
matically without operator action. Anytime munications. Operating fre-
local flight directives forbid HF emissions, quency and emission mode
such as during ordinance loading and re- are selected manually. Se-
fueling, or when personnel are working lected information can be
near the aircraft, ensure the radio set con- stored in preset channels for
trol function switch is set to SILENT, STBY, future recall.
or OFF.
PRE Selects conventional HF com-
The HF radio set (AN/ARC-220) provides communica- munications. Channel/net se-
tions in a 28 MHz high frequency band between 2.0 and lector is used to select prepro-
29.9999 MHz. Channels are spaced at 100-Hz incre- grammed preset channel. Fre-
ments, giving 280,00 possible frequencies. Preset chan- quency and emission mode
nels can be manually programmed or preprogrammed cannot be changed during pre-
as part of the communications mission load information. set operation.
A total of 72 channels can be programmed: 20 manual
simplex or half-duplex, 20 programmable simplex or half- ALE Selects automatic link estab-
duplex, 20 programmable ALE scan lists and 12 pro- lishment mode of operation.
grammable ECCM hop-sets (with ALE capability). Oper-
ating modes of the HF radio set using either simplex or ECCM Selects electronic counter-
half-duplex operation are Upper and Lower sideband countermeasure mode of op-
(USB, LSB), amplitude modulation equivalent (AME), eration.
and continuous wave (CW). Data may be transmitted or EMER Used during emergency to
received in USB or LSB modes. Both standard and ad- place a distress call. The
vanced narrow-band digital voice terminal (ANDVT) are mode, frequency, net, etc., is
supported. DC power to operate the HF radio set is sup- determined by the datafill.
plied by the No. 2 DC bus through the COMM ARC-220
HF circuit breaker on the No. 2 PDP. SQL (9) Two pushbutton switches
which controls squelch and au-
3-2-22. Controls and Function, HF Radio Set (AN/ dio muting.
ARC-220). (fig. 3-2-8)
VOL (10) Eight-position rotary switch
CONTROLS/ FUNCTION varies the receive audio output
INDICATOR level.
Cursor (1) Four pushbutton switches
Function Switch Five-position rotary switch se-
position the cursor verticallyor
(11) lects system operation func-
horizontally.
tion.
Line-Select (3) Pushbutton switches to select
options displayed to left of OFF Turns the ARC-220 off.
each switch.
STBY Selects the standby function
Brightness (4) Pushbutton switches to vary where built-in test (BIT), setup,
display brightness. or fill operations can be per-
Channel/Net Selec- Seven-position rotary switch formed.
tor (5) used to select programmed
SILENT Used in ALE or ALE ECCM
operating channels or nets.
modes to prevent the ARC-220
CONTROLS/ FUNCTION from automatically responding
INDICATOR to incoming calls.

3-2-16

CONTROLS/ FUNCTION
INDICATOR
T/R Allows the ARC-220 to trans-
mit and receive in the selected
mode of operation.
ZERO Erases all data (including data-
fill and keyfill) which has been
loaded into the system.
Value (12) Two pushbutton switches in-
crements a field value or single
character value, depending on
cursor position.
3-2-23. Display Lines, HF Radio Set (AN/ARC-220).
The information displayed on each line is dependent
upon the operation being performed. This section speci-
fies what information can be displayed on each particular
line.
CONTROLS/ FUNCTION
INDICATOR
Line 1 Alpha-numeric display of 15
characters maximum contain-
ing channel title (call sign).
Default value - Mode: chan-
nel#
Line 2
ALE Address Alpha-numeric display of 15
characters maximum contain-
ing the Call To (ADRS: xxx)
or Self (SELF: xxx) Addresss.
(ADRS:) and (SELF:) labels
are removed for addresses
greater than 10 characters in
length.
Noise Reduction Character display (ON, OFF)
having a display format of -
NOISE REDUCE: xxx. De-
fault value is ON.
Fill Type Character display (KEY,
DATA) having a display For-
mat - TYPE: xxxx x. Default
is DATA.
Contention Control Character display (ON, OFF)
having a display format of -
LBC: xxx. Default is OFF.
TM 1-1520-240-10
CONTROLS/ FUNCTION
INDICATOR
Line 3
Receive Frequency Numeric display (2.0 to
29.9999 MHz) with a display
format of RCV xx.xxxx.
ECCM Station Type Character display (MEMBER,
ALTERNATE, MASTER, NET
ENTRY, ALT NET ENT). De-
fault is MEMBER.
Lines 3, 4 Character display of emission
mode (USB, LSB, AME, CW)
one space to right of frequen-
cy. Default is USB.
Line 4
Transmit Frequency Numeric display (2.0 to
29.999 MHz) with format of
XMT xx.xxxx.
Time Numeric display (00:00:00 to
23:59:59) with a format of -
Hour:Minute:Second.
Line 5
Link Protection Character display (OFF, ON)
with a format of - LINK
PROT: xxx. Default is ON
(OFF if no link protection da-
tafill.
Date Alphanumeric display (01
JAN 00 to 31 DEC 99) with
format of - dd MM yy.
Antenna Type Character display (T/R, RCV)
with format of - ANT: x xx.
Default is T/r.
Line 6
Power Level Character display (LOW,
MED, HIGH) with format of -
PWR: xxxx. Default is HIGH.
Squelch Alpha-numeric display
(TONE, 0 to 5) with format of
- SQ: xxx.
Volume Numeric display (1 to 8) with
format of - VOL: x.
Listen Before Talk Character display (ON, OFF)
with format of - LBT: xxx. De-
fault value is OFF.
3-2-17
TM 1-1520-240-10
3-2-24. Operating Modes/Functions, HF Radio Set
(AN/ARC-220). (fig. 3-2-8)
CONTROLS/ FUNCTION
INDICATOR
Power ON/OFF On function Switch.
CRT Brightness Two pushbuttons switches
used to vary brightness. The
↑ (up arrow) increases inten-
sity while the ↓ (down arrow)
decreases intensity.
System Turn-On Turning the Function Switch
clock-wise from OFF to
STBY turns system on and
selects standby function.
SYSTEM TESTING is dis-
played while power-up BIT
(P-BIT) is in process. SYS-
TEM -GO will be displayed if
all tests good, SYSTEM-
NOGO if not.
Audio Volume Eight-position rotary switch
varies output level. Setting is
displayed on line 6 (bottom)
of display for 5 seconds
when system first turned on
or when VOL setting is chan-
ged. The display level are 1,
2, 3 thru 8.
Channel Selection Channel number may be
changed using the Channel
Selector seven-position
rotary switch. The + position
of the greater to be selected
using the VALUE switch.
Modulation Mode Four modes are available:
USB, LSB, AME, and CW. To
change modes, depress the
EDIT line select switch.
While in the Edit screen use
the CURSOR switches to
position cursor under the ap-
propriate emission mode
(RCV or XMT). Use the VAL-
UE switches to change
mode. (Note: The XMT mode
will automatically change with
RCV mode, but the reverse is
not true). Depress RTN line
select switch to enter the
edited data and return to op-
erational mode.
3-2-18
CONTROLS/ FUNCTION
INDICATOR
Receive/Transmit 2.0 - 29.9999 MHz, program-
Frequency mable in 100 HZ steps. To
change frequencies, depress
the EDIT line select switch.
While in the Edit screen use
the Cursor switches to posi-
tion cursor under the ap-
propriate frequency. Use the
VALUE switches to change
frequency. (Note: The XMT
frequency will automatically
change with the RCV fre-
quency, but the reverse is not
true).
Squelch Level/ Audio Two pushbutton switches
-SQL +, when pressed dis-
Muting
plays the squelch status on
line 6 of display for 5 se-
conds. Settings are TONE
and 0 through 5. TONE pro-
vides no muting and no
squelch. Position 0 provides
muting but no squelch. Posi-
tions 1 through 5 provide
muting and increasing levels
of squelch. Muting is normal-
ly enabled during ALE and
ALE ECCM operation.
Output Power Level Three output levels are se-
lectable for the display
screen by using the EDIT
line-select switch, which
brings up the edit mode,
moving the cursor under the
power character field and us-
ing the VALUE switches to
change the field. Depress the
RTN line-select switch which
stores the change and re-
turns to normal operating
mode. There are two Built-in-
Test (BIT) features which
concerns the operator, P-BIT
and C-BIT. The Power-UP Bit
(P-BIT) test the ARC-220
when initially turned on. P-Bit
exercise basic radio control
functions which must be op-
erational prior to entering a
system operational mode. A
GO/NO/-GO status appears
on the display and defaults to
standby mode upon comple-
tion. When NO-GO status ap-
pears, depressing the

CONTROLS/ FUNCTION
INDICATOR
INOP line-select switch dis-
plays INOP MODES so an
operator can see if limited ca-
pability exists. The Continu-
ous Bit (C-BIT) is automati-
cally performed during sys-
tem operation without any
operator intervention. Critical
system functions are monito-
red. Any failures cause a NO-
GO advisory, accomplished
by the portion of system
which failed, to appear on
line 5 of the display. C-Bit fail-
ures are stored in nonvolatile
memory.
Store RTN line-select key, used to
terminate edit mode, auto-
matically stores any
change(s) made.
DataFill Contains preset frequencies,
scan lists, addresses, data
messages and ALE and/or
ECCM parameters. With sys-
tem in STBY, press the FILL
line-select switch. Use VAL-
UE switches to select DATA
in the fill TYPE: field (line 2).
Connect data transfer devise
(DTD) of DATA connector on
radio set control front panel
and initiate fill from the DTD.
LOADING is displayed dur-
ing datafill. LOAD COM-
PLETE is displayed for suc-
cessful fill, LOAD FAIL dis-
played if fill cannot be com-
pleted. (NOTE: using an AN/
CYZ-10 DTD, the radio set
control displays DTD DE-
TECTED when DTD is de-
tected). A copy of loaded da-
tafill can be sent to DTD by
pressing COPY line-select
switch. COPYING is dis-
played during operation,
COPY COMPLETE displayed
if successful, COPY FAIL if
copy cannot be completed.
Press RTN line-select switch
to return to STBY screen
when datafill is complete.
Disconnect the DTD.
TM 1-1520-240-10
CONTROLS/ FUNCTION
INDICATOR
Key Fill Loads secure keys. From
STBY screen, press FILL
line-select switch. Use VAL-
UE switched to select KEY in
fill TYPE: field. Connect DTD
to KEY connector on radio
set cotnrol panel. Use VAL-
UE right arrow switch to se-
lect key number (1 through 6)
to be loaded. Initiate keyfill
from DTD. LOADING is dis-
played during keyfill, LOAD
COMPLETE if successful.
LOAD FAIL may cause inter-
ference to other stations. De-
fault is ON. LBT: (listed be-
fore talk) - This field is used
for manual, preset, or con-
ventional (non-ALE) ECCM
operation and turns LBT ON
or OFF. When OFF, transmis-
sion is accomplished without
regard to traffic and may
cause interference to other
stations. Default is OFF.
ANT: (antenna) - Useful if
system uses both receive-
only and transmit/ receive an-
tennas.
When T/R is selected, the
system transmits and re-
ceives on the same antenna.
When RCV is selected the
system transmits on one and
receives the other antenna.
Default is T/R
LINK PROT: (link protection)
- This field turns ALE link
protection ON or OFF. De-
fault is ON (OFF if no link
protection datafill). Press
RTN line-select switch when
setup edit is complete to en-
ter all data and return to
STBY screen.
3-2-19
TM 1-1520-240-10
CONTROLS/ FUNCTION
INDICATOR
General Editing Select desired channel and
press the EDIT line-select
switch. Use the CURSOR
switches to position cursor
under character position or
data field to be edited. Use
VALUE switches to change
the character or data field to
desired value. If available,
the data setup can be modi-
fied by pressing the DATA
line-select switch in the EDIT
screen, using the VALUE
switches to scroll through the
list of modem set configura-
tion. Press theRTN line-se-
lect switch when all changes
are complete to store the
changes and return to normal
operation mode.
Transmit Position Set function switch to T/R
Report and mode switch to proper
mode. Press the POSN line
select switch. (NOTE: POSN
line-select is available only if
configuration data indicates
GPS is installed).
Manual Operation Set function switch to T/R
and mode switch to MAN.
Use - SQL switch to set
squelch to 0. Adjust VOL
control to comfortable listen-
ing level. Use SQL + switch
to set squelch to 1, the opti-
mum for manual mode. If ra-
dio breaks in and out of
squelch, increase as requi-
red. Set to desired channel.
Press microphone PTT
switch, wait until tune tone
stops and begin communica-
tions. When PTT switch is
pressed, the XMT frequency
is displayed.
Preset Operation Set function switch to T/R
and mode switch to PRE.
Use - SQL switch to set
squelch to 0. Adjust VOL
control for comfortable listen-
ing level. Use SQL + switch
to set squelch to position 1,
the optimum setting for pre-
set mode. If radio breaks in
and out of squelch, increase
3-2-20
CONTROLS/ FUNCTION
INDICATOR
as required. Set to desired
channel. Press microphone
PTT switch, wait until tune
tone stops and begin com-
munications. When PTT
switch is pressed, the XMT
frequency is displayed.
Normal ALE Commu- Set function switch to T/R
nication and mode switch to ALE.
(NOTE: If the selected net is
configured for link protection
but does not have accurate
time, SYNC instead of POSN
will appear on display, line 2
right side along with an UN-
SYNC advisory at bottom of
screen. An ALE link protec-
tion time sync needs to be
performed. If ALE data is not
loaded for the selected scan
list, a CHANNEL INOP advi-
sory is displayed). Use - SQL
+ switch too set squelch to
TONE. Adjust VOL for com-
fortable listening level. Use -
SQL + switch to set squelch
to 0. Headset is muted until a
link is established. If channel
is noisy, adjust squelch. High-
er squelch levels are not rec-
ommended for ALE mode of
operation.
Normal ALE When ALE call is received
Communication INCOMING CALL is dis-
Receiving played with the address field
displaying xcaller’s ALE ad-
dress. LINKED is displayed
and short gong tone sounds
when an ALE link is establi-
shed. Communication can
now begin. Proper protocol is
for calling station to make
first transmission.
Normal ALE Select ALE address to be
Communication - called by doing a, b, or c:
Transmitting a. Set channel/net
switch to desired prepro-
grammed net.
b. Use VALUE switch
to scroll through and select
preprogrammed address.

CONTROLS/ FUNCTION
INDICATOR
c. Press EDIT line-select
switch, then use CURSOR
and VALUE switches to
manually select an address
character-by-character.
(NOTE: NET INOP advisory
is displayed if a selected
channel or net contains: no
data or corrupted data; or
hardware cannot support the
selected mode). Press mi-
crophone PTT switch CALL-
ING is displayed LINKED is
displayed with a short gong
tone and headset audio is re-
stored when link established.
Start transmission. The sys-
tem terminates the link and
returns to ALE scanning after
a period of inactivity (30 sec-
onds typical). GPS position
can also be transmitted by
using the steps above plus
the Transmit Position Report
steps.
ALE Link Protection Press PTT switch or SYNC
Time Sync line-select switch. System re-
turns to scan and the net de-
fault address if sync success-
ful, but if unsuccessful press
ABORT line-select switch to
return to ALE screen.
ECCM Net Initializa- Set function switch to T/R
tion and mode switch to ECCM.
(NOTE: If ECCM data or
keys are not loaded for net
selected, a CHANNEL INOP
advisory is displayed). Set
channel/net switch to desired
net. If selected channel is an
ALE/ECCM channel, the ad-
dress of station being called
is displayed on line two.
(NOTE: NET INOP advisory
is displayed if selected chan-
nel or net contains: no or cor-
rupted data; or hardware
cannot support selected
mode. If screen displays UN-
TUNED or UNSYNC adviso-
ries proceed with system
Tune/Sync operation, other
wise proceed with ECCM op-
eration.
TM 1-1520-240-10
CONTROLS/ FUNCTION
INDICATOR
ECCM Tune/Sync Press either TUNE line-select
Operation switch or microphone PTT
switch to initiate combined
tune and sync. TUNING fol-
lowed by SYNCING is dis-
played during process. Sys-
tem, will return to ECCM
screen without UNTUNED
and/or UNSYNC advisories if
successful.
ECCM Operation Use -SQL switch to set
squelch to TONE. Adjust
VOL control for comfortable
listening level. Use SQL +
switch to set squelch to 0. If
channel is noisy, set to 1.
Higher settings are not rec-
ommended for ECCM opera-
tion.
ECCM Operation - RCVING PREAMBLE and/or
Receiving Calls INCOMING CALL is dis-
played.
ECCM Operations - Press microphone PTT
Transmitting switch. Wait for preamble
tones to cease then begin
communications. If an ALE/
ECCM channel is used,
CALLING is displayed while
call in process. LINKED is
displayed and a short gong
tone sounds, and headset
audio is restored when link
established. (NOTE: Press
ABRT line-select switch to
abort calling process). Call
initiator should make first
transmission. The system ter-
minates link and returns to
scan after a period of inactiv-
ity (30 seconds typical). GPS
position can also be trans-
mitted by using the steps
above plus the Transmit
Position Report steps.
Data Messages The ARC-220 radio set can
store up to 10 transmit and
10 received data messages
up to 500 characters long
each. Received data mes-
sages are stored in memory
and can be retransmitted.
3-2-21
TM 1-1520-240-10
CONTROLS/ FUNCTION
INDICATOR
An advisory alerts when a
data message is received.
Data can be transmitted or
received in any mode (manu-
al, ALE, or ECCM). Proce-
dure to send/receive (recall)
messages is the same for all
modes, except in manual
mode when ALE link is not
established.
Data Messages - Re- Received messages are
ceived stored in MSG location 1.
MSG 10 is the oldest mes-
sage and is deleted from
memory upon receipt of an
incoming message. Received
messages can be read and/
or forwarded, but not edited.
A CHECK MSG advisor is
displayed when data mes-
sage received. To recall data
messages perform the follow-
ing:
1. Press MSG line-select
switch to view message. If
operator desires to check
messages even though a
CHECK MSG advisory was
nor displayed, press MSG
line–select switch, then
RCVD line-select switch to
view messages. NO MES-
SAGES advisory appears if
no messages exists.
2. Use the CURSOR up/
down arrow to view message
one line at a time and left/
right arrows to move cursor
to left margin. Use VALUE
switches to page up or down.
3. To view additional
messages, use CURSOR
switches to position cursor
under the MSG number the
use. VALUE switches to
scroll to next consecutive
message number.
4. To retain messages in
memory, press RTN line-se-
lect switch. Press RTN line-
select switch to return to op-
erational
3-2-22
CONTROLS/ FUNCTION
INDICATOR
5. To delete messages,
position cursor under mes-
sage number to delete, press
the DEL line-select switch
until NO MESSAGES is dis-
played mode.
Data Messages - Press SEND line-select
Transmit switch to transmit last se-
lected address in ALE or
ECCM mode, or to transmit
message using current mode
and frequency in manual
mode. In ALE or ECCM
modes advisories are dis-
played during tuning, synch-
ing and linking which is done
automatically. SENDING
DATA is displayed while
message is transmitted.
Program/Edit Data Press MSG line–select switch
Messages to go to MESSAGE screen,
then press PGRM line-select
switch. NO MESSAGES is
displayed if none exists. Use
the CURSOR up/down ar-
rows to position the cursor,
then use VALUE switches to
enter desired data (if a pre-
viously programmed mes-
sage is to be edited, use
CURSOR an VALUE
switches to obtain appropri-
ate message and line as de-
scribed earlier). To delete a
character in cursor position
and to shift remaining char-
acters one position to the left,
press DEL line-select switch.
A built-in word dictionary is
available (either default or
filled). To access word dictio-
nary, press WORD line-select
switch to obtain INSERT
screen. Use CURSOR and
VALUE switches to scroll dic-
tionary. Place cursor under
desired word and press
SELCT line-select switch to
insert a blank and the se-
lected word at cursor position
of message edit screen or if
no word found, press CANCL

CONTROLS/ FUNCTION
INDICATOR
line-select switch to return to
edit CONTROLS/screen.
When complete, press RTN
line-select switch to load
message into memory and to
return to top-level screen.
Shutdown Procedures Set
function switch to OFF. Gent-
ly pull and turn function
switch to zeroize.
(ZERO) position to erase pre-
programmed information, in-
cluding all fills. Zeroize func-
tion is operational regardless
if system is on or off.
Emergency Commu- The mode used during emer-
nication gencies is determined by the
datafill. The equipment oper-
ates normally for mode selec-
ted. Set mode switch to EM-
ER. Press the PTT switch to
transmit. If in ALE mode, an
ALE call is placed to the se-
lected address.
Figure 3-2-8. Control/Display Panel, HF Radio Set
(AN/ARC-220)
3-2-25. Voice Security Equipment TSEC/KY-100.
Voice security equipment (TSEC/KY-100), when
installed, provides two-way clear or secure half-duplex
voice/data communication for the HF radio system (AN/
ARC-200). Power to operate the TSEC/KY-100 is sup-
TM 1-1520-240-10
plied by the No. 2 DC bus through the HF KY-100 circuit
breaker located on the No. 2 PDP.
3-2-26. Controls, Indicators, Connectors and Func-
tion (TSEC/KY-100–, Z-AVH) (fig. 3-2-9)
CONTROLS/ FUNCTION
INDICATOR
MODE Switch Six position rotary switch
used to select one of the op-
erational modes.
PT Plaintext mode. Allows re-
ception or transmission of un-
encrypted analog voice.
EB Emergency Back-up mode.
Uses the emergency back-up
key to encrypt voice for trans-
mission or reception.
CT Ciphertext mode. Allows
transmission of encrypted
voice or data and reception
of encrypted or unencrypted
voice or data, and non-coop-
erative terminal rekeying.
RK Remote Keying mode. Per-
mits KY-100 to perform auto-
matic and manual rekey op-
erations.
OFFLINE Disables communications
and gives access to the sys-
tem of menus used to select
mode settings, self-test fea-
tures, and filling the KY-100
with crypto-variables.
Z ALL Zeroize mode. Erase all cryp-
(PULL) tographic data stored in the
KY-100 except the Emergen-
cy Back-up Key.
CIK Receptacle Interfaces with a Crypto-
graphic Ignition Key which is
needed to enable all secure
voice and data communica-
tions. This function is cur-
rently disabled.
DSPL/OFF BRT Two-function rotary switch
Control which controls the on/off sta-
tus and backlight intensity of
the LCD display.
PNL/OFF BRT Two-function rotary switch
Control which controls the on/off sta-
tus and backlight intensity for
the overall front panel.
3-2-23
TM 1-1520-240-10
CONTROLS/ FUNCTION
INDICATOR
PRESET Switch Rotary selector switch which
controls unit operating power
and settings which are stored
in memory.
OFF Removes power from
KY-100.
MAN Manual position which allows
operating modes to be se-
lected using both OFFLINE
and online menu system.
1 thru 6 Six separate preset modes
which can only be set up in
the OFFLINE mode.
FILL Connector Used to load cryptographic
keys through the use of com-
mon fill devise such as
KYK-13/TSEC Electronic
Transfer Devise, KYX-15/
TSEC Net Control Devise,
AN/CYZ-10 Data Transfer
Devise (DTD), or the
KOI-1//TSEC General pur-
pose Tape Reader.
Three Button Momentary pushbutton
Keypad switches active in both OF-
FLINE and on-line modes.
Used to enter and exit sub-
menus, activate the selected
mode, select fields,and to
scroll through menus and op-
tions.
INIT Initiate switch. In the OF-
FLINE mode activates the
displayed menu mode and
provides entry into subme-
nus. In on-line modes (CT,
RK, EB,PT), it selects the dis-
play field to be change.
Up Arrow (↑) In the OFFLINE mode, it is
Switch used to scroll through menus
from top to bottom. In on-line
modes (CT, RK, EB, PT), it is
used to scroll through avail-
able options for the display
field being changed.
Right Arrow (→) In the OFFLINE mode, it is
Switch used to scroll through menus
from bottom to top. In the on-
line modes (CT, RK, EB, PT)
it is used to select the display
field to be changed.
3-2-24
CONTROLS/ FUNCTION
INDICATOR
Simultaneous (↑→) Used to exit a submenu.
Display, LCD Back-lighted Liquid Crystal
Display (LCD) indicates op-
erational status, operator
prompts and messages.
3-2-27. Display Annunciators/Fields (TSEC/
KY-100, Z-AVH). (fig. 3-2-10)
CONTROLS/ FUNCTION
INDICATOR
TX Annunciator (1) Displayed when KY-100 is
transmitting.
RX Annunciator (2) Displayed when KY-100 is re-
ceiving.
Wb Annunciator (3) Displayed when KY-100 is in
the Wideband (VINSON)
configuration.
Nb Annunciator (4) Displayed when KY-100 is in
the Narrowband (ANDVT)
configuration.
Eb Annunciator (5) Displayed when MODE con-
trol switch is in the Emergen-
cy Backup (EB) position.
Alphanumeric Provides prompts, mes-
Display (6) sages, and mode indications.
PT Annunciator (7) Displayed when KY-100 is
processing plaintext voice.
Key Symbol (8) Displayed when menu sys-
tem is locked.
D Annunciator (9) Displayed when in Data
mode.
V Annunciator (10) Displayed when in Voice
mode.
Rate Display (12) 3-character display indicates
voice or data rate.
3-2-28. Turn-On Procedure.
When the KY-100 is turned on, tests are automatically
performed to determine the equipment’s operating sta-
tus. The results of these tests will be presented on the
display. Also, a Cld START message will be displayed.
a. Cold start turn-on. (Initiated if no traffic encryption
key (TEK) is contained in the KY-100).
(1) Turn on the KY-100 by turning the PRESET
switch to the MAN position.
(2) The KY-100 will initiate a self -test. The dis-
play reads Cld STRT and then PSH INIT.

(3) Connect a fill devise to the KY-100 fill con-
nector using a fill cable. Select the fill position containing
the valid key and turn it on.
(4) Press the INIT pushbutton (PUSH INIT).
(5) The KY-100 displays KEY 1 01, PASS,
WORKING, LOCKED, READY.
NOTE
If a fill devise is not connected to the KY-100
when the INIT pushbutton is pressed, a dEV
ERR (Devise Error) message will be dis-
played. When this occurs, the only available
communication mode will be PT (Plaintext).
(6) If a FAIL message is displayed, notify the
next level of maintenance.
(7) To load additional keys (up to a total of 6),
proceed to Key Loading Section.
b. Normal turn-on.
(1) Set the front panel MODE control to the OF-
FLINE position.
(2) Rotate the DSPL and PNL switches clock-
wise, out of the OFF detent positions and adjust the
display and panel lighting for comfortable viewing.
(3) Set the PRESET switch to the MAN (manu-
al) position to apply power to the KY-100 electronics.
Power -on tests will automatically be run when primary
power is applied.-
(4) Upon successful completion of the power-
on tests, the test results should appear in the display. If
PASS is displayed, continue with the turn-on procedures.
However, if a FAIL message appears in the display, notify
the next level of maintenance. If PUSH INIT is displayed,
perform the cold start procedures as described above in
paragraph a.
3-2-29. Key Loading Procedures.
Key loading may be accomplished using a KYX-15,
KYK-13 or a KOI-18. One Key Encryption Key (KEK), up
to six Traffic Encryption Keys (TEKs), and one Emergen-
cy Backup (EB) key can be loaded in the KY-100. A Fill
Cable (ON190191) is required when using one of these
devises. Proceed with the following generic Key Loading
procedures:
a. Place the KY-100 MODE switch in OFFLINE posi-
tion.
b. If the KY-100 is not on, turn PRESET switch to
MAN position.
c. Connect a fill devise to the KY-100 fill connector.
d. Push the ↑ (up arrow) or → (right arrow) button
until KEY OPS is displayed.
e. Push the INIT button. LOAD KEY will be dis-
played.
TM 1-1520-240-10
f. Push the INIT button. LOAD N with a flashing N will
be displayed. The flashing N indicates the currently se-
lected key location.
g. Press the ↑ (up arrow) or → (right arrow) button
until the required location (1, 2, 3, 4, 5, 6, or U) is dis-
played.
h. Press the INIT button. The entire LOAD N mes-
sage will now be flashing.
i. Turn on fill devise and select key to be loaded.
NOTE
DO NOT press the INITIATE pushbutton (or
pull tape through tape reader) on fill devise.
j. Press the INIT button. (When using a KOI-18 pull
tape through tape reader at a steady rate after the termi-
nal INIT button is pressed). Upon completion of a suc-
cessful load, a pass tone will be heard and the display will
momentarily indicate KEY N, where N is the key location
loaded.
k. The display will again show LOAD N with N fla-
shing. To load additional keys, repeat steps g. through j.
until all desired key locations have been loaded.
l. Turn off and disconnect the fill devise from the
KY-100.
m. Rotate MODE switch out of OFFLINE to exit Key
Load.
3-2-30. Zeroize Procedures.
a. Zeroize ALL keys. This procedure is active even if
primary Power is removed from the KY-100. All key loca-
tions within the KY-100 will be zeroized. Once zeroized,
only PT voice communications are possible until a new
Traffic Encryption Key (TEK) is loaded.
(1) Pull the MODE switch and rotate it to the Z
ALL position. All keys stored in locations 1–6 and U will
be erased.
(2) If the KY-100 is on when this procedure is
performed, ZEROIZED will be displayed, and a tone will
be heard.
(3) If the KY-100 power is on when the MODE
switch is rotated out of Z ALL position, PUSH INIT will be
displayed. Follow the COLD START procedures.
b. Zeroize SPECIFIC key locations.
(1) Place the KY-100 MODE switch to the OF-
FLINE position.
(2) If the KY-100 is not on, turn PRESET switch
to MAN position.
(3) Push the ↑ (up arrow) or → (right arrow)
button until KEY OPS is displayed.
(4) Push the INIT button. LOAD KEY will be
displayed.
(5) Push the ↑ (up arrow) or → (right arrow)
button until ZERO is displayed.
3-2-25
TM 1-1520-240-10
(6) Push the INIT button. ZERO N with a flash-
ing N will be displayed. The flashing N indicates the cur-
rently selected key location to be zeroized.
(7) Press the ↑ (up arrow) or → (right arrow)
button until the required location (1, 2, 3, 4, 5, 6, U) is
displayed.
(8) Press the INIT button. The entire ZERO N
message will now be flashing.
(9) Press the INIT button. The display will go
blank while the key zeroize process is being performed.
Upon completion of a successful key zeroizing, a pass
tone will be heard and display will briefly indicate
ZEROED N, where N is the key location.
(10) To zeroize additional keys, wait until the dis-
play indicates ZERO N (with N flashing), then repeat
steps 7 through 9.
(11) Rotate MODE switch out of OFFLINE to exit
Key Load.
3-2-31. Online Mode Selection Menu.
This procedure is used to modify the Online MODE con-
figuration.
a. Place the KY-100 MODE switch to the CT posi-
tion.
b. Rotate the KY-100 PRESET switch to the MAN
position. If the PRESET switch is in position 1, 2, 3, 4, 5,
or 6, the MODE selections cannot be modified. Refer to
the section on changing PRESET settings to modify the
PRESET configuration.
c. Press the INIT button. The WB (Wide Band) or NB
(Narrow Band) (which ever mode is active) enunciator
will begin flashing.
NOTE
The KY-100 will be operated in Narrow Band
mode only with the ARC-220 Radio Set.
d. Press the ↑ (up arrow) button until the desired
enunciator (WB or NB) is flashing.
e. Press the → (right arrow) button. The Mode field
will be flashing.
f. Press the ↑ (up arrow) button until the desired
MODE setting (CT or PT) is flashing.
g. Press the→ (right arrow) button. The Modem field
will be flashing.
h. Press the ↑ (up arrow) button until the desired
Modem setting (HF, LOS, or bd) is flashing.
i. Press the→ (right arrow) button. The Key field will
be flashing.
j. Press the ↑ (up arrow) button until the desired Key
location (1, 2, 3, 4, 5, or 6) is flashing.
3-2-26
k. Press the→ (right arrow) button. The Data Rate
field will be flashing.
l. Press the ↑ (up arrow) button until the desired Data
Rate (300, 600, 1.2K, or 2.4K) is flashing.
m. After all fields have been set properly: Press the
INIT button to save the settings and return to Standard
Operations.
3-2-32. Cipher/Plain Text Level Modification.
The following procedures are used to modify the Receive
Cipher Text Level, Receive Plain Text Level, and CT/PT
or Cipher Text Only menus.
a. Place the KY-100 MODE switch to the CT posi-
tion.
b. Rotate the KY-100 PRESET switch to the CT posi-
tion.
c. To modify the Receive Ciphertext Volume, go to
step d, to modify the CT/PT or Ciphertext Only setting, go
to step i, and to modify the Receive Plaintext Volume go
to step n.
d. Push the ↑ (up arrow) or → (right arrow) button
until RXCTV N (where N represents the current receive
level) is displayed.
e. Push INIT button. The N in RXCTV N will begin to
flash.
f. Push the ↑ (up arrow) or → (right arrow) button until
the desired receive level is displayed.
g. Push the INIT button. The N in RXCTV N will stop
flashing.
h. Push the ↑ (up arrow) or → (right arrow) button
until the Operating Mode is displayed. This completes
the Receive Ciphertext Volume adjustment.
i. Push the ↑ (up arrow) or → (right arrow) button until
CT or CT ONLY is displayed.
j. Push the INIT button. The CT or CT ONLY will begin
to flash.
k. Push the ↑ (up arrow) or → (right arrow) button
until CT (Ciphertext and Plaintext operation) or CT ONLY
(Ciphertext only operation) is displayed.
l. Push INIT button. The CT or CT ONLY will stop
flashing.
m. Push the ↑ (up arrow) or → (right arrow) button
until the Operating Mode is displayed. This completes
the CT/PT or CT Only setting.
n. Push the ↑ (up arrow) or → (right arrow) button
until RXPTV N (where N represents the current receive
level) is displayed.
o. Push INIT button. The N in RXPTV will begin to
flash.

p. Push the ↑ (up arrow) or → (right arrow) button
until the desired receive level is displayed.
q. Push the INIT button. The N in RXPTV N will stop
flashing.
r. Push the ↑ (up arrow) or → (right arrow) button until
the Operating Mode is displayed. This completes the
Receive Plaintext Volume adjustment.
3-2-33. Standard Operation.
These procedures describe normal transmit/receive op-
eration for cipher text and plaintext voice messages.
a. Rotate the KY-100 PRESET switch to MAN (for
manual selection) or the desired preset position.
b. For ciphertext operation: Place the MODE switch
in CT. Ciphertext messages can now be transmitted or
received. If the CT, CT ONLY menu is set for CT, plaintext
messages can also be received. When transmitting in
ciphertext, the TX an V enunciators will be lit. When
receiving a ciphertext message, the RX and V enuncia-
tors will be lit. When receiving a plaintext message, the
PT enunciator will be lit.
c. For plaintext operation: Place the MODE switch in
PT. The CT, CT ONLY menu must be set for CT to be able
to transmit or receive plaintext messages. When trans-
mitting in plaintext, the TX enunciator will be lit. When
receiving a plaintext message, the RX and PT enuncia-
tors will be lit.
3-2-34. Troubleshooting.
Follow these procedures if the KY-100 displays a FAIL
message during equipment configuration or operation.
a. Rotate the KY-100 PRESET switch to the PWR
OFF position.
b. Place the MODE switch in the OFFLINE position.
c. Rotate the RESET switch to MAN.
d. If the KY-100 does not display a FAIL message
after self test: Return to normal operation.
e. If the KY-100 does display a FAIL message after
self test: Rotate the PRESET to the PWR OFF position.
f. Pull the MODE switch and rotate it to the Z ALL
position.
g. Follow the COLD START Procedures.
h. If the KY-100 does not display a FAIL message
after self test: Return to normal operation.
i. If the KY-100 does display a FAIL message after
self test: Notify maintenance.
3-2-35. Off-Line Tests.
TM 1-1520-240-10
The off-line TEST menu consist of automatic (AUTO)
tests, user-selectable (USER) tests and software version
(VERSION) checking procedures.
a. Preliminary.
(1) Set the KY-100 MODE control to the OF-
FLINE position.
(2) The display will indicate TEST which is the
first OFFLINE menu.
(3) Press the INIT pushbutton to access the
TEST submenus.
(4) Press the ↑ (up arrow) or → (right arrow)
pushbutton until the desired sub-menu option (AUTO or
USER) is displayed.
(5) Proceed to paragraph b, c or d as applica-
ble.
b. Automatic (AUTO) Tests.
(1) With AUTO displayed, press the INIT push-
button to start the automatic tests.
(2) At the conclusion of the automatic tests, the
test results will be presented in the display.
(3) If the automatic test are successful, PASS
will be displayed and a pass tome will be heard. Next, the
display will indicate USER which is the next sub-menu.
To perform the USER tests, proceed to paragraph c. To
exit, rotate the MODE control switch out of the OFFLINE
position.
(4) If a failure is detected during the automatic
tests, a FAIL message will be displayed.
c. User Tests.
(1) With USER displayed, press the INIT push-
button to start the user tests.
(2) PT LOOP will be momentarily displayed to
indicate that a plaintext loopback test will be performed.
Next, a PTT prompt is displayed.
(3) Depress and hold the PTT switch and, with
a TALK prompt displayed, speak into the microphone.
Looped back plaintext voice will be heard in the handset
receiver.
(4) Release the PTT switch.
(5) CT LOOP will be momentarily displayed in-
dicating that the KY-100 is in the cipher text loopback
mode. Next, a PTT operator prompt is displayed.
(6) Press and hold PTT switch and, with a TALK
prompt displayed, speak into the microphone until the
TALK prompt disappears (approximately 15 seconds).
(7) Release the PTT switch. The LISTEN
prompt is displayed. Listen to synthesized speech at the
receiver. Upon completion of the speech loopback, ob-
serve that PANEL is displayed.
3-2-27
TM 1-1520-240-10

NOTE (22) Set the PRESET switch to 5. A ’6’is dis-

To exit and skip remaining USER tests, press played.
the ↑ (up arrow) or → (right arrow) pushbutton
(23) Set the PRESET switch to 6. A pass tone will
switch within 5 seconds.
be heard indicating that the panel test was completed
(8) Within 5 seconds after completion of the CT successfully.
loopback test, observe that all liquid crystal display (LCD)
segments are on. At completion of the display test a (24) Upon completion of the USER tests, the
momentary INIT operator prompt is displayed indicating menu will sequence to VERSION. Exit the user test mode
the start of front panel switch test. at this time by rotating the MODE control switch out of the
OFFLINE position.
NOTE
Failure to perform any of the panel pushbut-
ton and switch prompts within 30 seconds will
result in a fail tone and the display will indicate
FAIL FP (Front Panel.
(9) Press the INIT pushbutton switch. An →
(right arrow) is displayed.
(10) Press the → (right arrow) pushbutton
switch. An ↑ (up arrow) is displayed.
(11) Press the ↑ (up arrow pushbutton switch. PT
is displayed.
(12) Set the MODE control switch to PT. CT is
displayed.
(13) Set the MODE control switch to CT. RK is Figure 3-2-9. Remote Control Unit TSEC/KY-100
displayed. (Z-AVH)

(14) Set the MODE switch to RK. OFL is dis-

played.
(15) Set the MODE control switch to OFFLINE.
Eb is displayed.
(16) Set the MODE control switch to EB. PRE-
SET will be momentarily displayed, followed by MAN.
(17) Set the PRESET switch to MAN. A ’1’ is
displayed.
(18) Set the PRESET switch to 1. A ’2’ is dis-
played.
(19) Set the PRESET switch to 2. A ’3’ is dis-
played.
(20) Set the PRESET switch to 3. A ’4’ is dis-
played.
(21) Set the PRESET switch to 4. A ’5’ is dis-
played. Figure 3-2-10. LCD Display TSEC/KY-100 (Z-AVH)

3-2-28
 TM 1-1520-240-10

SECTION III. NAVIGATION EQUIPMENT

3-3-1. VHF NAVIGATION AND INSTRUMENT LAND- 3-3-2. OPERATION CHECK/SELF - TEST.
ING SYSTEM (AN/ARN-123).
The VHF navigation and instrument landing system (AN/ NOTE
ARN-123) is an integrated navigation receiver consisting of
a 160 channel VOR receiver, a 40-channel localizer receiv- This test requires an external VOR RF signal
er, a 40 channel glideslope receiver, and a market beacon generated by a ground station, or ramp test
receiver. Each receiver operates independently. The sys-
set.
tem consists of a control panel on the console, a receiver
on the avionics shelf, and three antennas on the fuselage. a. Set the course indicator OBS control for a 315
The set includes VOR and marker beacon self-test capabil-
degrees indication under the course index.
ity.
a. VOR/Localizer Receiver. The VOR/localizer re-
ceiver processes signals in the frequency range 108.00 b. Move the control unit VOR/MB switch to the test
through 117.95 MHz. The VOR/localizer information is pre- position (down).
sented on the course deviation bar of the HSI on the pilot’s
and copilot’s instrument panels. VOR bearing information is
displayed on the No. 2 pointer of the indicator. If the received c. The CDI deviation needle should indicate center
signal is weak or the set malfunctions, a red NAV flag will "2 dots.
appear on the indicator. The VOR/localizer antenna is on the
bottom of the helicopter at sta. 79.
d. The VOR/LOC flag should be buried.
b. Glideslope Receiver. The glideslope receiver sec-
tion of the AN/ARN-123 processes signals in the frequency
range of 329.15 through 335.00 MHz. Glideslope informa- e. The RMI should point to the 315 degrees ra-
tion is displayed on the HSI. The set will also cause a red dial("5 degrees).
GS warning flag to appear on the indicator when the re-
ceived signal is unreliable or the glideslope receiver mal-
functions. The glideslope antenna is on the forward pylon f. The marker beacon lamp(s) should illuminate.
above the windshield.
c. Marker Beacon Receiver. The marker beacon re-
ceiver is a fixed -frequency receiver (75 MHz) which re- 3-3-3. Controls and Function, VHF Navigation and
ceives signals from a ground marker beacon transmitter Instrument Landing System Set. (fig. 3-3-1)
to determine helicopter position. The audio output of the
marker beacon receiver is applied through the inter-
phone system to the headsets as a direct input (no inter-
phone control box switch setting necessary). Three
marker beacon lights are on each HSI MODE SELECT CONTROLS/ FUNCTION
panel. The lights are labeled MKR BCN and indicate INDICATOR
marker beacon passage. Also specific tones will be NAV VOL Provides power to set
heard over the interphone while flying over each beacon. when turned from OFF.
Table 3-3-1 presents the indication as each beacon is Turning knob clock-wise
passed. The lights are tested by momentarily pressing increases volume.
any one of three lights. The marker beacon antenna is
under the fuselage is under the fuselage forward of the VOR/MB TEST Switch spring-loaded
forward cargo hook. Power to operate the set is from the from TEST position. At
DC essential bus through the NAV VOR circuit breaker TEST, the MKR BCN
on the No.1 PDP. Power is supplied by the 26-volt AC lights illuminate.
instrument bus through the NAV VOR circuit breaker on
Megahertz Select Knob Selects last two digits of
the No. 1 PDP.
frequency in 50 -kilohertz
Table 3-3-1. Marker Beacon Indicator increments.
BEACON LIGHT COLOR TONE (HERTZ) MB VOL Adjusts audio output lev-
Outer (O) Blue/Green 400 el of marker beacon re-
ceiver. Provides power to
Middle (M) Blue/Green 1300
the marker beacon when
Inner (I) Blue/Green 3000 turned from OFF.

3-3-1
TM 1-1520-240-10

CONTROLS/ FUNCTION (2) MB SENS — HI for enroute. Lo for ap-

INDICATOR proach.
MB SENS Labeled HI and LO. LO
sensitivity is used for (3) MKR BKN lamps on HSI MODE SELECT
positive identification of panels — Check lit at corresponding station passage.
marker beacon passage.
HI is used for station
passage identification at d. Stopping — NAV VOL and MB VOL switches —
the outer marker or en- OFF
route.
Marker Beacon Indicator Three lights marked 0,M,
Lights and I on both HSI MODE
SELECT panels. Lights 3-3-5. Direction Finder Set (AN/ARN-89).
illuminate when passing
over beacons. Direction finder set (AN/ARN-89) is an airborne automat-
ic direction finder (ADF) operating within the frequency
3-3-4. Normal Operation - VHF Navigation and In-
strument Landing System. The following paragraphs range of 100 to 3,000 kHz. The equipment provides visu-
provide navigation radio set operating procedures. al and aural facilities for ADF homing and position fixing.
It is used as a navigational radio aid to continuously and
a. Starting.
visually indicate the magnetic bearing of a radio station
(1) Interphone AUX switch - ON while providing aural reception. The bearing of a radio
station is displayed on the No. 2 bearing pointer on the
HSI. Power to operate the direction-finder set is supplied
by the No. 1 DC bus and the AC instrument bus through
the NAV ADF circuit breakers on the No. 1 PDP.

3-3-6. Controls and Function, Direction Finder Set

(AN/ARN-89). (fig. 3-3-2)

Figure 3-3-1. VHF Navigation and Instrument CONTROLS/ FUNCTION

Landing System Control (AN/ARN-123) INDICATOR
Mode Switch OFF OFF position deener-
(2) NAV VOL switch — ON. gizes the direction finder
set.
b. VOR/Localizer/ILS Operation.
COMP COMP position selects
(1) Megahertz and kilohertz selector — Set fre- automatic direction find-
quency of facility. ing.
(2) VOR SEL switch on HSI MODE SELECT ANT ANT position permits re-
panel — Press. Check SEL light lit. ception for radio naviga-
(3) VOR ADF switch on HSI MODE SELECT tion or as a broadcast
panel — Press, if VOR segment is not lit receiver.
(4) Volume control — Adjust. Identify facility LOOP LOOP position, used in
(5) HSIs — Check for correct indications. conjunction with LOOP
switch, permits aural null
c. Marker Beacon operation. homing and manual di-
(1) MB VOL switch — ON. rection finding.

3-3-2

CONTROLS/ FUNCTION
INDICATOR
AUDIO Control Adjusts audio level in
COMP position. Used as
RF gain control in LOOP
or ANT position.
LOOP Switch When function switch is
set to LOOP, LOOP
switch enables manual
rotation of ADF loop an-
tenna and bearing indi-
cator pointer left or right
for manual direction
finding, or when homing
to a radio station. Re-
turning LOOP switch to
center position stops
rotation of bearing indi-
cator pointer at any de-
sired position.
Figure 3-3-2. Direction Finder Control
CONTROLS/ FUNCTION
INDICATOR
Coarse Tune Control Tunes receiver in 100
kHz steps as indicated
by first two digits of KI-
LOHERTZ indicator.
Fine Tune Control Provides selection of 10
kHz digits (continuous
tuning) as indicated by
last two digits of KI-
LOHERTZ indicator.
CONTROLS/ FUNCTION
INDICATOR
TM 1-1520-240-10
KILOHERTZ Indicator Displays operating fre-
quency to which receiv-
er is tuned.
TUNE Meter Provides indication of
relative signal strength
while tuning receiver to
specific radio signal.
CW-VOICE-TEST Switch Three position toggle
switch. Spring-loaded
from TEST.
CW Enables the beat fre-
quency oscillator (BFO)
to permit tuning to con-
tinuous wave stations.
VOICE Enables the set to oper-
ate as an AM receiver.
TEST Rotates the bearing indi-
cator approximately
180_ to check operation
of the set. The TEST
switch functions when
the function switch is at
COMP only.
3-3-7. Normal Operation — Direction Finder
Set. The following paragraphs discuss ADF set opera-
tion.
a. Starting.
(1) Interphone control panel - Receivers NAV
switch — ON.
(2) Mode switch — ON.
(3) CW-VOICE-TEST — CW or VOICE.
(4) Tune controls — Set frequency. Tune for
maximum signal strength on the tuning meter.
(5) AUDIO control — Adjust.
b. ADF Operation.
(1) VOR ADF switch on HSI MODE SELECT
panel — Press, if ADF segment is not lit.
(2) Check for the correct bearing indication, on
HSI No. 2 bearing pointer.
c. Radio Receiver Operation.
(1) Function switch — ANT
(2) Tune control — Set frequency; then tune for
maximum signal strength on the tuning meter.
d. Aural Null.
(1) CW-VOICE-TEST switch — CW.
(2) Function switch — LOOP.
(3) Loop switch — Rotate for audio and tune
indicator null. Release switch. Observe bearing to station
on indicators. Two null positions, 180_ apart, may be
obtained.
3-3-3
TM 1-1520-240-10

3-3-8. Gyromagnetic Compass Set (AN/ASN-43). CONTROLS/ FUNCTION

INDICATOR
The gyromagnetic compass set (fig. 3-3-3) is a direction
HDG Flag A red flag on both HSIs
sensing system which provides a visual indication of the
indicates failure of the
heading of the helicopter with respect to the earth’s mag-
gyromagnetic compass
netic field or referenced to a free directional gyro. Head-
system when displayed.
ing information is displayed on both HSIs. The display is
used in a navigation to maintain flight path direction.
Also, any heading selected with the heading bug on ei- 3-3-10. Operating Procedures — Gyromagnetic
ther HSI can be automatically maintained by the AFCS. Compass Set. (fig. 3-3-3)
Power to operate the system is supplied by the No. 1 AC
bus and the AC instrument bus through the NAV CMPS
circuit breakers on the No. 1 PDP. a. Slaved Gyro Operation. With compass slaving
switch at SLAVED, the system operates in the slaved
mode and the directional gyro precesses to align the
3-3-9. Controls and Function, Gyromagnetic Com- compass cards on the HSIs with the magnetic heading
pass Set (AN/ASN-43). (fig 3-3-3 and 3-3-4) of the helicopter. During the first 2 minutes after power is
applied, the system operates in a fast slave mode while
the gyro attains its speed. After this initial alignment peri-
CONTROLS/ FUNCTION od is complete, the gyromagnetic compass will return to
INDICATOR the normal slaved mode. During this mode of operation,
LATITUDE Switch Two-position switch on the compass cards will remain aligned with the magnetic
the directional gyro lo- heading of the helicopter. The annunciator pointer will
cated on the avionics occasionally point to a dot (Ĥ) or a plus sign (+) indicat-
shelf. This switch is ing that corrections are automatically being made.
used to correct for gyro
precession for the hemi-
b. Free Directional Gyro Operation. If the compass
sphere of operation: N
for northern hemisphere slaving switch is at FREE, the system operates in the free
and S for southern directional mode. In this mode, the compass cards can
hemisphere. be set to any heading by pressing the PUSH TO SET
knob and turning it until the cards reach the selected
LATITUDE Control Switch Rotary control on direc- setting. Normally, the free directional gyro mode is
tional gyro labeled 0 to employed only in polar regions of the earth where mag-
90. It is used to set the netic references are unreliable. However, it can be useful
local latitude into the di- if the slaving system malfunctions. For proper operation,
rectional gyro for free the latitude controls on the directional gyro (fig. 3-3-4)
gyro operation. must be set to the local latitude.
SLAVED-FREE Switch On compass control
panel. When switch is at
SLAVED, the compass
cards on both HSIs are
slaved to the output of
the remote compass
and-stabilized by the di-
rectional gyro. At FREE,
the cards are referenced
to the directional gyro
only and act as turn indi-
cators. FREE is used
primarily in polar regions
where magnetic indica-
tions may be unreliable.
PUSH TO SET synchro- Rotated in (Ĥ) or (+) di-
nizing knob rection as indicated by
annunciator pointer to
align compass cards Figure 3-3-3. Gyromagnetic Compass Set Control
with gyro-compass. Panel

3-3-4

NOTE
If synchronizing becomes necessary in flight
with the AFCS on, position the SWIVEL
switch to UNLOCK. After synchronization is
complete, position the SWIVEL switch to
LOCK. This prevents unwanted yaw axis in-
puts.
c. Manual Synchronization. If power has been ap-
plied to the system with the compass slaving switch at
FREE or if the system has been operated in the free
directional gyro mode for a period of time, the compass
cards will not be aligned with the magnetic heading of the
helicopter. The system can be reset to the correct mag-
netic heading by pushing and turning the PUSH TO SET
knob in the direction of the symbol indicated by the an-
nunciator pointer until the pointer is centered. If the slav-
ing switch is then set to SLAVED, the compass cards will
maintain correct magnetic heading.
Figure 3-3-4. Directional Gyro (CN-998/ASN-43)
TM 1-1520-240-10
3-3-11. Doppler Navigation Set (AN/ASN-128).
NOTE
When the Airborne Navigation Set AN/
ASN-149 (Global Positioning System GPS) is
installed, the Doppler Navigation Set AN/
ASN-128 is controlled by the GPS CDU. For
a description of the Airborne navigation Set
and Doppler Navigation Set.
a. The doppler navigation set (fig. 3-3-5) is a self-
contained navigation system that does not require any
ground-based aids. The system provides worldwide nav-
igation with position readout available in both universal
transverse mercator (grid) (UTM) and latitude and longi-
tude (lat/long). Navigation and steering is done using
lat/long coordinates, and bilateral UTM-lat/long conver-
sion routine is provided for UTM operation.
b. The system in conjunction with heading data from
the gyro compass, and pitch and roll data from the copi-
lot’s attitude gyro, provides velocity, position, and steer-
ing information from ground level to 10,000 feet.
c. The computer-display unit (CDU) is on the canted
console, between the pilot and copilot positions. Course
deviation, bearing, distance to destination, and NAV GO/
NOGO are also presented to the HSI. Built in test equip-
ment (BITE) continuously monitors system operation. If
a failure occurs, a malfunction indicator lamp will light
and coded data, indicating the failed component, will be
displayed on the CDU when the MODE switch is set to
TEST. Power to operate the set is supplied by the No. 2
DC bus through the NAV DOPPLER circuit breaker on
the No. 2 PDP, and the No. 1 AC instrument bus through
the NAV DOPPLER circuit breaker on the No. 1 PDP.
3-3-5
TM 1-1520-240-10

Figure 3-3-5. Doppler Navigation Set Control (AN/ASN-128)

3-3-6

3-3-12. Controls and Function -— Doppler Naviga-
tion Set. (fig. 3-3-5 and table 3-3-2)
CONTROLS/ FUNCTION
INDICATOR
MODE Selector Selects doppler naviga-
tion mode of operation as
follows:
OFF Turns set off. Pull knob
out to move from, or to
this position.
LAMP TEST Checks operation of all
lamps and lamp seg-
ments.
TEST Initiates (BIT) for set.
System reverts to backup
navigation operation dur-
ing mode.
UTM Selects universal trans-
verse mercator coordi-
nate system for display
and insertion of informa-
tion.
LAT/LONG Select latitude/longitude
coordinate system for
display and insertion of
information.
BACKUP Places set in remem-
bered velocity mode of
operation.
DISPLAY Selector Selects navigation data
for display as follows:
WIND SP/DIR Used only with BACKUP
mode.
(Left Display) Windspeed kilometer(s)
per hour.
(Right Display) Direction (degrees) rela-
tive to true north.
XTK/TKE
(Left Display) Distance crosstrack error
(XTK) in km and tenths of
a km left or right of heli-
copter. Track error will
also be displayed by the
course deviation indicator
(CDI) on the HSI when
DOP.
SEL on the HSI MODE
SELECT panel is
pressed.
(Right Display) Track angle error (TKE)
in degrees and right or
left of present helicopter
heading.
TM 1-1520-240-10
CONTROLS/ FUNCTION
INDICATOR
GS/TK
(Left Display) Ground speed (GS) in
km/hr.
(Right Display) Track angle in degrees
relative to true north.
PP with mode switch
set to UTM
(Center Display) Present position UTN
zone.
(Left Display) Present position UTM
square designator and
easting in km to nearest
10 meters.
(Right Display) Present position UTM
northing in km nearest 10
meters.
PP with MODE switch
set to LAT/LONG
(Left Display) Present latitude position
in degrees, minutes, and
tenths of minutes.
(Right Display) Present longitude posi-
tion in degrees, minutes,
and tenths of minutes.
DIST/BRG/TIME
(Center Display) Time to the destination
set on FLY-TO DEST
thumbwheel in minutes
and tenths of minutes.
(Left Display) Distance to the destina-
tion set on FLY-TO DEST
thumbwheel in km and
tenths of a km.
(Right Display) Bearing to the destination
set on FLY- TO DEST
thumbwheel is degrees.
Bearing is also indicated
by the No. 1 bearing
pointer on both HSIs.
DEST/TGT
(Center Display) UTM zone of destination
set on DEST DISP
thumbwheel.
(Left Display) UTM square designator
and easting or latitude (N
84_ to S 80_ approx) of
destination set on DEST
DISP thumbwheel.
3-3-7
TM 1-1520-240-10
CONTROLS/ FUNCTION
INDICATOR
SPH/VAR
(Left Display) Spheroid code of desig-
nation set on DEST DISP
thumbwheel.
(Right Display) Magnetic variation (in de-
grees and tenths of de-
grees) of destination set
on DEST DISP thumb-
wheel.
MAL Indicator Lamp Lights when set malfunc-
tions. In case of an inter-
mittent malfunction, sys-
tem may operate correct-
ly, but must be cycled to
OFF and then to on to
put MAL light off.
MEM Indicator Lamp Lights when radar portion
of set is not tracking. May
occur over smooth water.
DIM Control Controls light intensity of
display characters.
Left, Right, and Center Alphanumeric and nu-
Display Lamp meric characters that dis-
play data as determined
by setting of DISPLAY
switch, mode switch, and
keyboard.
Target Storage Indicator Displays destination
number (memory loca-
tion) in which present
position will be stored
when TGT STR pushbut-
ton is pressed.
TGT STR Pushbutton Stores present position
data when pressed.
KYBD Pushbutton Used in conjunction with
keyboard to allow data
entry. KYBD pushbutton
is always lighted when
system is on.
DEST DISP Thumbwheel Destination display
Switch thumbwheel switch is
used along with DEST/
TGT and SPH/VAR posi-
tions of DISPLAY switch
to select destinations
whose coordinates or
magnetic variation to be
displayed or entered.
Destinations are 0
through 9, P (present
position) and H (home).
3-3-8
CONTROLS/ FUNCTION
INDICATOR
Keyboard Used to enter data into
system. Keys set up data
on display. All resulting
actions are initiated upon
release of the key.
FLY-TO-DEST Thumb- Selects destination to
wheel Switch which steering informa-
tion is desired. Destina-
tions are 0 through 9, P
(present position) and H
(home).
ENT Key Enters data set up on
keyboard into memory
when pressed.
CLR Key Clears last entered char-
acter when pressed
once. Clears entire dis-
play panel under key-
board control when
pressed twice.
3-3-13. Display and Keyboard Operation.
In LAT/LONG coordinates, the two fields of control are
the left and right displays. In UTM coordinates, the first
field of control is the center display and the second field
is the combination of the left and right displays. When
pressing the KYBD pushbutton, one or other of the fields
described above is under control. If it is not desired to
change the information in the field under control, the pilot
can advance to the next field of the display panel by
pressing the KYBD pushbutton again.
3-3-14. Data Entry
To enter a number, press the corresponding key. To enter
a letter, first press the key corresponding to the desired
letter. Then press a key in the LEFT, MID, or RIGHT
column corresponding to the position of the letter on the
pushbutton.
Example: To enter an L, first press L, then either 3, 6, or
9 in the RIGHT column. The computer program is de-
signed to reject unacceptable data (for example, a UTM
area of WI does not exists, and will be rejected). If the
operator attempts to insert unacceptable data, the dis-
play will be blank after ENT is pressed.
3-3-15. Starting Procedure.
a. MODE selector — LAMP TEST. All lights and lamp
segments should be lit.
(1) Left, right, center and target storage indica-
tor — Lit (fig. 3-3-5). All other lights should be on.
(2) Turn DIM control fully clockwise, then fully
counterclockwise, and return to full clockwise; all seg-
ments of the display should alternately glow brightly, go
off, and then glow brightly.
 TM 1-1520-240-10

Table 3-3-2. Computer-Display Unit Data Displays

CENTER DISPLAY LEFT DISPLAY RIGHT DISPLAY

SWITCH POSI- DATA RANGE DATA RANGE DATA RANGE
TION
WIND SP/DIR Windspeed 999 km/h Wind Direc- 359_
tion
XTK/TKE Crosstrack Dis- L/R 999.9 Track Angle R/L 180_
tance Error km Error
GS/TK Groundspeeed 999 km/h Track 359_
PP UTM UTM Zone Note 2 Area/Easting WV9999 Northing 9999
LAT/LONG Latitude N 84_00.0” Longitude E/W
S 80_00.0” 180_00.0”
DIST/BRG/TIME Time 99.9 Min. Distance to Go 999.9 km Bearing 359_
DEST/TGT UTM UTM Zone Note 2 Area/Easting WV9999 Northing 9999
Note 3
LAT/LONG Latitude N 84_00.0” Longitude E/W
S 80_00.0” 180_00.0”
SPH/VAR Spheroid Note 1 Variation E/W 180_
Note 4
NOTES:
1. See table 3-3-3 for spheroid data codes and covered areas.
2. Numeric: 01-60.
Alpha: C-X, except I and O.
3. Typical 100 km Designator:
Column Designator: A-Z, except I and O.
Row Designator: A–V, except I and O.
4. Variation displayed is for destination indicated by DESP DISP thumbwheel.

b. MODE selector — TEST. After about 15 seconds, DISPLAY

left display should display GO. Ignore the random display
of alpha and numeric characters which occurs during the LEFT RIGHT REMARKS
first 15 seconds. Also ignore test velocity and angle data
displayed after the display has frozen. After about 15 GO Display System is operating satisfac-
seconds, one of the following five displays will be ob- blanks torily.
served in the first two character positions in the left dis-
play. GO P If right display is P, then pitch
or roll data is missing or in er-
NOTE ror. In this case, pitch and roll
If the MAL lamp lights during any mode of in the computer are both set
operation except LAMP TEST, the computer- to zero and navigation is de-
display unit MODE switch should be set to graded. Problem may be in
OFF, and then to TEST, to verify the failure. If the vertical gyroscope or heli-
the MAL lamp remains on at TEST, notify copter wing.
maintenance.
If the TEST mode display is MN or NG, the MODE switch BU C, R, S, A failure has occurred and the
should be recycled through OFF to verify that the failure or H fol- system has automatically
is not a momentary one. If the TEST mode display is MN, lowed switched to a BACKUP mode
the data entry may be made in the UTM or LAT/LONG by a nu- of operation using last re-
mode, but any navigation must be carried on with the meric membered velocities for na-
system in the BACKUP mode. code vigation. The operator can, as

3-3-9
TM 1-1520-240-10

DISPLAY NOTE
LEFT RIGHT REMARKS It is not necessary to enter destinations un-
less steering information is required, unless it
an option, enter his best esti- is desired to update present position by over-
mate of ground speed and flying a destination, or unless a present posi-
track angle. tion MAG VAR computation is desired. If a
MN C, R, S, A failure occurred and the present position MAG VAR running update is
or H fol- BACKUP mode used for desired, destination MAG VAR must be enter-
lowed manual navigation (MN) is the ed. The operator may enter one or more des-
by a nu- only means of valid naviga- tination variations to effect the variation up-
meric tion. The operator may use date; it is not necessary for all destinations to
code the computer as a dead reck- have associated MAG VAR entered.
oning devise by entering e. Variation of destinations.
ground speed and track data.
3-3-17. Entering Spheroid and/or Variation.
The operator should update
present position as soon as a. MODE selector — UTM, LAT/LONG or BACKUP.
possible, because it is pos-
sible significant navigation er- b. DISPLAY selector — SPH-VAR.
rors may have accumulated. c. DEST DISP thumbwheel — P, numeral, or H as
NG C, R, S, A failure has occurred in the desired.
or H fol- system and the operator
d. KYBD pushbutton — Press. Observe display
lowed should not use the system.
freezes and TGT STR indicator blanks. Press KYBD
by a nu-
pushbutton again and observe left display blanks. If no
meric
spheroid data is to be entered, KYBD pushbutton —
code Press again, go to step g.
EN The 9V battery has failed. The
system will still operate but all e. Spheroid data (table 3-3-3) — Entry. (Example:
stored data will be lost when IN0). Press keys 3, 3, 5, 5, and 0. Left display should
set is turned off. Data must be indicate IN0.
re-entered. f. ENT key — Press if no variation data are to be
Random Random A failure occurred and the op- entered.
display display erator should not use the sys- g. KYBD pushbutton — Press, if variation data is to
tem. be entered, and note right display blanks.
h. Variation data — Enter. (Example: E001.2, press
keyboard keys 2, 2, 0, 0, 1 and 2. Press ENT key, the
3-3-16. Entering Data. entire display will blank and TGT STR number will re-
appear, display should indicate IN0 E001.2.)
This initial data is inserted before navigating with the NOTE
doppler.

If operation is to occur in a region with relative-

a. Spheroid of operation, when using UTM coordi-
ly constant variation, the operator enters vari-
nates.
ation only for present position, and the com-
puter will use this value throughout the flight.
b. UTM or LAT/LONG coordinates of present posi-
tion. Table 3-3-3 Spheroid Data Codes

c. Magnetic Variation (MAG VAR) of present posi- SPHEROID CODE AREA COV-
tion. ERED
CLARKE 1866 CL6 United States
d. Coordinates of desired destination - 0 through 5 north through
and H: (6 through 9 are normally used for target store North Pole
locations; but may also be used for destinations.) It is not
necessary to enter all destinations in the same coordi- CLARKE 1880 CLφ Africa west
nate system. through Algeria

3-3-10
 TM 1-1520-240-10

Table 3-3-3. Spheroid Data Codes (Continued) is deleted. The order of entry for present position is irrele-
vant.
SPHEROID CODE AREA COVERED a. MODE selector — LAT/LONG.
INTERNATIONAL INφ All of Europe, Saudi b. DISPLAY selector — DEST-TGT.
Arabia, Greenland,
South America, Indian c. DEST DISP thumbwheel — P, numeral, or H as
Ocean, Pacific desired.
Ocean, and Atlantic d. Present position or destination — Enter. (Exam-
Ocean. ple: Entry of N41_ 10.1 minutes and E035_ 50.2 min-
BESSEL BEφ Indonesia, Manchu- utes.)
rian, to Eastern Rus- (1) KYBD pushbutton — Press. Observe that
sia. display freezes and TGT STR indicator blanks.
EVEREST EVφ Mt. Everest, India,
(2) KYBD pushbutton — Press. Observe that
and Pakistan
left display blanks.
AUSTRALIAN AUφ Australia
(3) Key 5, 5, 4.1, 1, 0, and 1 — Press.
NATIONAL
(4) KYBD pushbutton — Press. Observe right
display blank.
3-3-18. Entering Present Position or Destination in
UTM. (5) Key 2, 2, 0, 3, 5, 5, 0, and 2— Press.
The variation of a destination must be entered after the (6) ENT key — Press. Left, right, and center
associated destination coordinates are entered, since displays will momentarily blank and TGT STR number
each time a destination is entered its associated variation will reappear. Displays should indicate N41_ 10.1 E035_
is deleted. The order of entry for present position is irrele- 50.2.
vant.
3-3-20. Entering Ground Speed and Track.
a. MODE SELECTOR — UTM.
a. MODE selector — BACK UP.
b. DISPLAY selector — DEST-TGT.
b. DISPLAY selector — GS-TK.
c. DEST DISP thumbwheel — P, numeral, or H as
c. Ground speed and track — Enter. (Example; Enter
desired.
131 km/h and 024_. Press KYBD pushbutton, observe
d. Present position and destination — Enter. (Exam- that left display freezes and TGT STR indicator blanks.
ple: Entry of zone 31T, area CF, easting 0958 and north- Press KYBD pushbutton and observe that left display
ing 3849). blanks.

(1) KYBD pushbutton — Press. Observe that
display freeze and TGT STR indicator blanks.
(2) KYBD pushbutton — Press. Observe that
center display blanks.
(3) Key 3, 1, 7, and 8 — Press.
(4) KYBD pushbutton — Press. Observe left
and right displays blank.
(5) Key 1, 3, 2, 3, 0, 9, 5, 8, 3, 8, 4, 9— Press.
(6) ENT key — Press. Left, right and center dis-
plays will momentarily blank and then display CF 0958,
3849, 31T, respectively, TGT STR number will appear.
3-3-19. Entering Present Position or Destination in
LAT/LONG.
The variation of a destination must be entered after the
associated destination coordinates are entered, since
each time a destination is entered its associated variation
d. Press keys 1, 3, and 1. Left display indicates 131.
Press KYBD pushbutton, control shifts to right display,
and right display blanks. Press keys 0, 2 and 4.
e. ENT key — Press. The entire display will blank,
and TGT STR number will reappear. Display should indi-
cate 131 024_.
3-3-21. System Initialization.
a. DEST DISP thumbwheel — P.
b. Present position spheroid and/or variation (para.
3-39) — Enter.
NOTE
Do not press ENT key after entering initial
position fix.
c. Initial fix position (para. 3-3-18 or 3-3-19) — En-
ter.
d. When the helicopter is sitting over or overflies the
initial fix position — ENT.

3-3-11
TM 1-1520-240-10
e. FLY-TO DEST thumbwheel — Set to desired des-
tination. The computer calculates a course between the
destination and the helicopter position at the time the
destination was selected.
3-3-22. Flight Procedures.
3-3-23. Update of Present Position from Stored Des-
tination.
a. FLY-TO DEST thumbwheel — Set to destination to
be overflown.
b. DISPLAY selector — DIST/BRG-TIME.
c. KYBD pushbutton — Press and release when heli-
copter is over the destination. Display freezes upon re-
lease of the pushbutton.
NOTE
If a present position update is not desired, as
indicated by an approximately small value of
distance to go on overflying the destination,
set the DISPLAY selector to some other posi-
tion; this aborts the update mode.
d. ENT key — Press if update is required.
3-3-24. Update of Present Position from Land-
mark.
There are two methods for updating from landmark.
Method 1 is used if the landmark comes up unexpectedly
and the operator needs time to determine the coordina-
tes. Method 2 is used when the landmark update is antici-
pated.
a. Method 1.
(1) DISPLAY selector — PP.
(2) KYBD pushbutton — Press as landmark is
overflown. Present position display will freeze upon re-
lease of pushbutton.
(3) Compare landmark coordinates with those
on display.
NOTE
If present position update is not desired, as
indicated by a small difference between the
display coordinates and the landmark coordi-
nates, set the DISPLAY selector to some oth-
er position; this aborts the update.
(4) Landmark coordinates - Enter if difference
warrants an update.
(5) ENT key — Press if update is required.
b. Method 2.
(1) DISPLAY selector — DEST/TGT.
3-3-12
(2) DEST DISP thumbwheel — P. Present posi-
tion coordinates should be displayed.
(3) KYBD pushbutton — Press, observe that
display freezes.
NOTE
If present position update is not desired, as
indicated by a small difference between the
displayed coordinates and the landmark
coordinates, set the DISPLAY selector to
some other position; this aborts the update.
(4) Landmark coordinates — Manually enter via
keyboard.
(5) ENT key — Press when overflying land-
mark.
3-3-25. FLY-TO-DEST Operation.
a. When the FLY-TO-DEST thumbwheel is selected
to a new position, the helicopter’s present position at the
time is stored in the computer. A course is then computed
from the helicopter’s present position, as stored, to the
destination selected. If the helicopter deviates from this
course, crosstrack error (XTK) is computed.
b. Range and bearing to destination, current track
made good, and track angel error (TKE) correction are
computed from the helicopter’s present position to se-
lected destination.
3-3-26. Left-Right Steering Signals.
Flying the shortest distance to the destination from pres-
ent position:
a. FLY-TO-DEST thumbwheel — Select desired des-
tination.
NOTE
If the desired destination is already selected
but an updated course is needed, then the
FLY-TO-DEST thumbwheel must be cycled to
another destination and back so the computer
will recalculate the new course.
b. DISPLAY selector — XTK/TKE.
c. Fly to keep the left display at L or R 000.0 and the
right display to L or R 000.
3-3-27. Target Store (TGT STR) Operation.
Two methods may be used for target store operation.
Method 1 is normally used when time is not available for
preplaning a target store operation. Method 2 is used
when time is available and it is desired to store a target
in a specific DEST DISP position.
a. Method 1.
(1) TGT STR pushbutton — Press when flying
over target.

(2) Present position at the time the pushbutton
is released is automatically stored and the destination
location is that which was displayed in the target store
indicator (position 6, 7, 8 or 9) immediately before press-
ing the TGT STR pushbutton.
b. Method 2.
(1) MODE selector — UTM or LAT/LONG, de-
pending on coordinate format desired.
(2) DISPLAY selector — DEST/TGT.
(3) DEST DISP thumbwheel —P.
(4) KYBD pushbutton — Press when over flying
potential target. Display should freeze.
NOTE
Do not press ENT key while DEST DISP
thumbwheel is at P.
(5) If it is desired to store target, turn DEST
DISP thumbwheel to destination location desired and
press ENT key.
(6) If it is not desired to store target, place DIS-
PLAY selector momentarily to another position.
3-3-28. Transferring Stored Target Coordinates from
One Location to Another.
The following procedure allows the operator to transfer
stored target coordinates from one thumbwheel location
to another. For example, it is assumed that the pilot wants
to put the coordinates of stored target 7 into location of
destination 2.
NOTE
Throughout this procedure, range, time-to-
go, bearing and left/right steering data are
computed and displayed for the destination
selected via the FLY-TO-DEST thumbwheel.
a. DISPLAY selector — DEST/TGT.
b. DEST DISP thumbwheel — 7.
c. KYBD pushbutton — Press.
d. DEST DISP thumbwheel — 2.
e. ENT key — Press.
3-3-29. Transferring Variation from One Location to
Another.
The procedure to transfer variation data to the same
location where the associated stored target coordinates
has been transferred is the same as in previous para-
graph. Transferring Stored Target Coordinates from One
Location to Another, except that the DISPLAY selector is
placed at SPH/VAR.
TM 1-1520-240-10
3-3-30. Dead Reckoning Navigation.
As a BACKUP mode, dead reckoning navigation can be
done using ground speed and track angle estimates pro-
vided by the operator.
a. MODE selector — BACKUP.
b. DISPLAY selector — GS/TK.
c. Best estimate of ground speed and track angle —
Enter via keyboard.
d. Set MODE selector to any position to abort this
mode.
3-3-31. Operation During and After Power Interrup-
tion.
During a DC power interruption inflight, or when all heli-
copter power is removed, the random access memory
(RAM) (stored destination and present position) data is
retained by power from an 8.4 volt DC dry cell battery.
This makes it unnecessary to reenter any navigational
data when power returns or before each flight. If the
battery does not retain the stored destination data during
power interruption the display will indicate an EN when
power returns. This indicates to the pilot that previously
stored data has been lost, and that present position,
spheroid/variation, and destinations must be entered.
The computer, upon return of power, resets present posi-
tion variation to E000.0, destination and associated vari-
ations to a non-entered state, sets wind to zero and
spheroid to CL6. The following data must be entered
following battery failure:
a. Spheroid.
b. Present position variation.
c. Present position.
d. Each destination and its associated variation.
3-3-32. Stopping Procedure.
MODE selector — OFF.
3-3-33. Horizontal Situation Indicator (HSI).
Two horizontal situation indicators (HSI) (fig. 3-3-6), one
on each pilot’s instrument panel, are installed. Each indi-
cator can display helicopter heading, FM homing, and
position relative to a selected course or bearing. Also,
during an ILS approach, the indicator displays helicopter
position relative to the glide slope and localizer. The auto-
matic heading select feature of the AFCS is also con-
trolled through the HSI. Selection of navigational equip-
ment to be displayed on each HSI is controlled through
the HSI MODE SELECT panel on each instrument panel
below each HSI. Each HSI receives electrical power from
three different sources (copilots sources are in paren-
theses): 28 volt DC from the No. 2 (No. 1) DC bus through
the NAV PLT (COPLT) HSI MODE SEL circuit breaker,
115 volt AC from the No. 2 (No. 1) AC bus through the
NAV PLT (COPLT) HSI circuit breaker, and 26 volt AC
3-3-13
TM 1-1520-240-10
from the No. 2 (No.1) instrument bus through the NAV
PLT (COPLT) HSI circuit breaker.
3-3-34. Controls and Indicators - Horizontal Situa-
tion Indicators. (fig, 3-3-6)
CONTROLS/ FUNCTION
INDICATOR
Compass Card The compass card is a 360_
scale that turns to display
heading data obtained from
the gyro magnetic compass
(AN/ASN-43). The helicopter
headings are read at the up-
per lubber line.
Bearing Pointer No. 1 The pointer operates in con-
junction with doppler or
mixed GPS/DOPPLER. With
Doppler Only, indicates
magnetic bearing to doppler
destination. With mixed
GPS/Doppler, indicates
magnetic bearing to GPS
destination. (With GPS Only,
bearing information is not
available.)
Bearing pointer No. 2 The pointer operated in con-
junction with selected VOR
or ADF receiver. The pointer
is read against the compass
card and indicates the mag-
netic bearing to the VOR or
ADF station.
Course Deviation Indi- This indicator indicates
cator. lateral deviation from se-
lected VOR course or GPS/
Doppler computed course or
heading in the case of FM
homing. When the helicopter
is flying to correct course,
the course indicator will be
aligned with the course
pointer and will be centered
on the fixed aircraft symbol.
The two dots on either side
of the indicator indicate
amount of course deviation.
One dot displacement is
equivalent to 5_ off VOR or
GPS/Doppler and 1 1/4 de-
gree off localizer course.
These displacements do not
apply to FM homing.
CRS Knob The COURSE indicator and
Course Indicator course pointer operate in
Course Pointer conjunction with the course
selected (CRS) knob, and
allow the pilot to select any
VOR course. The course
pointer turns with the com-
pass card and will be
aligned with the with the
3-3-14
CONTROLS/ FUNCTION
INDICATOR
lubber line when the helicop-
ter heading is the same as
the selected course.
Range indicator Digital distance display in ki-
lometers (KM) to destination
set on GPS Control Display
Unit (CDU) (para. 3-3-36) or
doppler control FLY-TO-
DEST thumbwheel (para.
3-3-12).
HDG Knob Heading select (HDG) knob
operates in conjunction with
the heading bug. It allows
the pilot to select any one
heading. With CMD SEL (fig.
3-3-6) selected on the HSI
MODE SELECT panel, the
AFCS (chapter 2) will turn
the helicopter to and main-
tain the selected heading.
HDG Flag The HDG flag is in view
when the signal from the
gyro magnetic compass is
unreliable or power to the in-
dicator is lost.
To-From Arrow To-from arrow indicates that
the helicopter is flying to or
away from the selected
VOR.
NAV Flag The NAV flag turns with the
compass card. The flag will
retract from view when a re-
liable VOR, GPS/Doppler or
FM homing signal is being
applied to the instrument.
Aircraft Symbol Corresponds to longitudinal
axis of the helicopter; shows
helicopter position and
heading relative to the se-
lected course.
Glide Slope Pointer Displays glide slope position
relative to the helicopter or
FM homing signal strength.
When pointer is above cen-
ter, helicopter is below glide
slope, conversely when
pointer is below center, heli-
copter is above glide slope.
Increasing homing signal
strength is shown by pointer
rising. decreasing signal
strength is shown by pointer
falling.
Glide Slope (GS) Indicates loss of or an unre-
Warning Flag liable glide slope or FM
homing signal.
 TM 1-1520-240-10

Figure 3-3-6. Horizontal Situation Indicator and Mode Select Panel

3-3-15
TM 1-1520-240-10
3-3-35. Horizontal Situation Indicator Mode Se-
lect. (fig. 3-3-6)
The HSI MODE SELECT panel is on each pilots instru-
ment panel below HSI. The panel allows the pilot to se-
lect the navigation mode to be displayed on the HSI,
command AFCS heading select feature, and visually in-
dicates marker beacon passage. The panel is divided
into three sections labeled CRS, BRG, and MKR BCN.
a. The CRS (course) section consists of four push-
button selector switches labeled VOR SEL, GPS/DOP
SEL, FM SEL, and CMD SEL. Pressing VOR SEL, GPS/
DOP SEL, or FM SEL causes the output of the selected
navigation set to be electrically connected to the course
deviation indicator on the corresponding HSI and lights
SEL legend in the switch. These switches are electrically
interlocked so only one set may be selected at a time.
Selecting another navigational modes, automatically dis-
engages the mode in use, turns out the SEL legend of the
mode in use, engages the selected mode, and lights the
SEL legend of the selected mode. Each pilot may inde-
pendently select different navigational modes for display
on his HSI.
b. Pressing CMD SEL engages the AFCS heading
select feature, and will illuminate the SEL legend on the
switch. Due to electrical interlocks between the two HSI
control panels, both CMD SEL switches cannot be en-
gaged at the same time. The engaged switch is indicated
by the lit SEL legend. If the opposite CMD SEL switch is
pressed when operating with heading select, the HDG on
the AFCS panel will release and heading select will be
disengaged. Control of the course deviation indicator in
the VOR mode relative to bearing and course deviation
to or from a VOR is assigned to the pilot who has CMD
SEL engaged. If the pilot who does not have CMD SEL
engaged makes an adjustment on his CRS knob, it will
have no effect on the CDI relative to the course.
c. Pressing VOR/ADF pushbutton on the BRG side
selects the navigational aid, the bearing of which will be
indicated by the HSI No. 2 pointer. The switch is divided
into two segments labeled VOR and ADF. If VOR seg-
ment is lit, the No. 2 pointer will indicate the bearing to a
VOR station to which the VHF navigation set is tuned.
Pressing the switch will cause the VOR segment to go
out and the No. 2 pointer will indicate the bearing to the
station to which the ADF set is tuned out and light the
ADF segment. The opposite action occurs if the ADF
segment is lit and the switch is pressed.
3-3-16
d. A MKR BCN light will illuminate during marker bea-
con passage. The light labeled O comes on when pass-
ing through an outer marker beam. The light labeled M
comes on when passing through a middle marker and
finally the light labeled I comes on when passing through
an inner marker. As each light illuminates, a distinctive
tone identifying the beacon will be heard over the inter-
phone (table 3-2-1). The lights have a press-to-test fea-
ture; pressing any one of the three lamps will cause all
MKR BCN lamps to illuminate on both pilots HSI MODE
SELECT panels.
3-3-36. Doppler/GPS Navigation Set AN/ASN-128B
(DGNS).
The AN/ASN-128B DGNS is an AN/ASN-128 LDNS with
embedded GPS receiver. The AN/ANS-128B in conjunc-
tion with the aircraft’s heading, vertical references, and
position and velocity updates from its internal GPS, pro-
vides accurate aircraft velocity, position and steering in-
formation from ground level to 10,000 feet. The system
provides world-wide navigation, with position readout
available in both Military Grid Reference System
(MGRS) and Latitude and Longitude (LAT/LONG) coor-
dinates. Navigation and steering is performed using LAT/
LONG coordinates and a bilateral MGRS-LAT/LONG
conversion routine is provided for MGRS operation. Up
to 100 destinations may be entered in either format and
not necessarily the same format.
3-3-37. Controls, Displays and Function.
The control and displays for the AN/ANS-128B are on the
front panel (fig. 3-3-7). The function of each control is as
follows:
NOTE
The MODE switch is locked in the OFF posi-
tion and must be pulled out and turned to get
into or out of OFF position.
CONTROLS/ FUNCTION
INDICATOR
MODE switch Selects navigation set mode
of operation.
OFF In this position the naviga-
tion set is inoperable; non-
volatile RAM retains stored
data.
LAMP TEST Checks operation of all
lamps.
TEST Initiates built-in-self-test ex-
ercise for the Doppler and
GPS functions of the naviga-
tion set.

CONTROLS/ FUNCTION
INDICATOR
MGRS Selects Military Grid-Ref-
ence System (MGRS) navi-
gational mode of operation.
LAT/LONG Selects latitude/longitude
navigational mode of opera-
tion.
GPS Places navigation set in
LDG GPS landing mode of opera-
tion. This mode provides
real-time, tactical precision
landing guidance informa-
tion to the HSI indicator.
DISPLAY switch Selects navigation data for
display.
WIND-UTC Used for wind speed and di-
DATA rection, UTC time, sea cur-
rent, surface wind, GPS sta-
tus and data load functions.
XTK/TKE Displays steering (cross
KEY track distance and track
angle error) information and
GPS variable key status.
Selection of fly to destination
by direct entry of two digit
destination number.
GS/TK Displays ground speed,
NAV M track angle and selection of
GPS and navigation mode.
PP Displays present position, al-
titude and magnetic varia-
tion.
DIST BRG Displays distance, bearing
TIME and time information to the
destination or course selec-
ted. Selection of fly to des-
tination can be accom-
plished by direct entry of two
digit destination number.
WP Accesses waypoint or target
TGT data (landing data, variation,
motion). Selection of des-
tination for display/entry by
direct entry of two digit des-
tination number.
DATUM Accesses datum and steer-
ROUTE ing/route functions.
MAL Indicator Lights when navigation set
Lamp malfunction is detected by
the built-in test circuitry. In
the event of an intermittent
malfunction, the system may
operate correctly but must
be cycled to OFF position
then to on, to extinguish the
MAL light.
TM 1-1520-240-10
CONTROLS/ FUNCTION
INDICATOR
BRT and DIM Keys Used to brighten or dim the
light intensity of the LCD dis-
play.
Four Line Alpha- Displays alphanumeric char-
Numeric Display acters, as determined by the
setting of the DISPLAY
switch, the MODE switch
and operation keyboard.
The keys activate function
upon release and are to be
released immediately after
being depressed.
TGT STR Key Stores present position data
in the indicated target store/
memory location (90-99)
when depressed and re-
leased.
KYBD Key Used in conjunction with the
keyboard to allow data dis-
play and entry into comput-
er.
Keyboard and LTR Used to set up data for entry
Keys into memory. When DIS-
PLAY switch is set to a posi-
tion in which new data is re-
quired and KYBD key is
pressed, data may be dis-
played on the appropriate in-
put field of display. To dis-
play a number, press the
corresponding key or keys
(6 through 9). To display a
letter, first depress the LTR
key corresponding to the
position of the desired letter
on a key. Then depress the
key which contains the de-
sired letter. Example: To en-
ter an L, first depress the
LTR RIGHT key then de-
press the 4 key.
INC and DEC Keys Used to increment or decre-
ment the displaced WAY-
point/Target number when
the DIPLAY switch is set to
WP/TGT. To access P, de-
press the LTR LEFT key fol-
lowed by the 6 key, display
waypoint 99 then depress
the inc key, or display way-
point 99 then depress the
INC key, or display waypoint
00 key then depress the
DEC key. Also used to incre-
ment or decrement the Fly-
To-Destination number when
the DISPLAY switch is
3-3-17
TM 1-1520-240-10

CONTROLS/ FUNCTION CONTROLS/ FUNCTION

INDICATOR
set to DIST/BRG/TIME or
XTK/TKE/KEY.
ENT Key Enters data into memory (as
set up on keyboard and dis-
played). This key is also
used for paging of displays.
The bottom right corner of
the display indicates “more”
when additional pages are
INDICATOR
available, and “end” when
no additional pages are
available.
CLR Key Clears last entered charac-
ter when pressed once.
When pressed twice, clears
entire input field of display
keyboard control.
F1 Key Reserved for future growth.

Figure 3-3-7. Doppler/GPS Navigation System AN/ANS-128B

3-3-18

3-3-38. Modes of Operation.
Control of the AN/ASN-128B, including selection of
modes and displays, and entry and readout of data is
performed via the Computer Display Unit (CDU) front
panel. The AN/ASN-128B has four basic modes of op-
eration: off, navigate, test and GPS landing. In navigate
mode three submodes may be selected manually or au-
tomatically. These are combined mode (default or prima-
ry mode of operation), GPS only mode, or Doppler only
mode.
3-3-39. Off Mode.
In the off mode the system is inoperable. However, the
Edge lighting is lighted by an external aircraft power
source and is independent of the AN/ASN-128B mode
switch setting. Edge lighting may not be available if the
helicopter is modified with the night vision MWO.
3-3-40. Navigate Mode.
In the navigation mode (MGRS or LAT/LONG) position of
the CDU MODE switch) power is applied to all system
components, and all required outputs and functions are
provided. The Doppler radar velocity sensor (DRVS)
measures aircraft velocity, and converts analog heading,
pitch and roll into digital form. This data and Embedded
GPS Receiver (EGR) velocity and position data are then
sent to the CDU for processing. Baro altitude is used for
aiding the GPS when only three space vehicles are avai-
lable. Present position is computed by using one of three
navigation submodes which can be selected manually or
automatically. These submodes are as follows:
3-3-41. Combined Mode (Default or Primary Mode of
Operation).
Doppler and GPS position and velocity data are com-
bined to provide navigation. This mode is used when a
minimum of three (with baro) or four space vehicles are
available. GPS Estimated Position Error (EPE) is less
than approximately 150 meters, and the Doppler is not in
memory. If GPS becomes invalid (e.g., due to increased
EPE), the AN/ASN-128B will automatically switch to
Doppler mode until a valid GPS status is received. If the
Doppler becomes invalid (e.g., flight over glassy smooth
water causing memory), the AN/ASN-128B will automati-
cally switch to GPS mode if GPS is valid or an alternate
Doppler mode if the GPS is not valid.
3-3-42. GPS Mode.
GPS positions and velocities are used for navigation by
the Doppler navigation processor in the CDU. If GPS
mode is
TM 1-1520-240-10
selected and the GPS becomes invalid (para. 3-3-41
above), the AN/ASN-128B will not navigate.
3-3-43. Doppler Mode.
Doppler position and velocity data are used for naviga-
tion. If Doppler mode is selected and the Doppler be-
comes invalid (para. 3-3-41 above), the AN/ASN-128B
will automatically switch remembered velocity since a
TAS sensor is not available. If Doppler mode is manually
selected at the start of the flight an initial present position
must be obtained and entered prior to flight. Navigation
is performed in a latitude/longitude for computational
convenience only. At the same time, distance, bearing
and time-to-go to any one of 100 preset destinations are
computed (as selected by FLY-TO-DEST.
3-3-44. Test Mode.
The test mode contains two functions: LAMP TEST, in
which all display segments are lit; and TEST , in which
system operation is verified. In lamp test, system opera-
tion is identical to that of the navigate mode except that
all lamp segments and the MAL indicator lamp are lighted
to verify their operation. In TEST, the RTA no longer
transmits or receives electromagnetic energy; instead,
self generated test signals are inserted into the electron-
ics to verify operation of the DRVS. At this time a self test
is performed by the GPS and navigation computations
continue using remembered velocity. In the TEST mode,
Doppler test results are displayed on the CDU front panel
for the first 15 seconds (approximate). At the end of this
period either GO ALL is displayed if there is no malfunc-
tion in the navigation set, or a failure code is displayed if
a malfunction has occurred. A rotating bar on the display
indicates that the GPS has not completed self test. If the
navigation set is maintained in the TEST mode, no navi-
gation data can be displayed on the CDU front panel. If
a Doppler malfunction is detected, the MAL indicator
lamp lights and DF is displayed. At the completion of
GPS self test (up to two minutes), The rotating bar is
replaced with a complete test result code. the failed unit
and the failed circuit card are also indicated by a code on
the CDU display.
The CDU is continuously monitored for failures, using its
own computer as built-in-test-equipment (BITE). Any
BITE malfunction the MAL indicator lamp on the CDU to
light. If the MODE switch on the CDU is set to TEST,
identification of the failed LRU is indicated by a code on
the display panel. Aircraft heading, pitch and roll are also
displayed in this mode by depressing the ENT key after
Doppler test is completed. GPS test status is displayed
if the ENT key is depressed a second time. Malfunction
codes are automatically latched and can only be cleared
by recycling the CDU power via the CDU mode switch
(OFF/ON).
3-3-45. GPS Landing Mode.
In the GPS landing mode, the Doppler navigation system
provides information to the HSI indicator for real-time
landing guidance to a touch down point previously en-
3-3-19
TM 1-1520-240-10
tered in any of the 100 fly-to destinations. The landing
approach is determined by present position and the en-
tered touch down altitude, glideslope and inbound ap-
proach course.
3-3-46. CDU Operation.
Various required operating data, such an initial present
position (if GPS is not valid or Doppler mode is selected).
destination coordinates with or without GPS landing
data, and magnetic variation can at any time be entered
into the CDU via its keyboard, or the dataloader via the
preprogrammed dataloader cartridge. In most cases,
these data will be entered before the aircraft takes off.
a. The GPS provides present positions to AN/
ASN-128B. If GPS is not available or Doppler is selected
present position can be initialized as follows:
(1) The MODE switch should be set to MGRS or
LAT/LONG, the WT/TGT display position of the DISPLAY
switch is selected, the destination number is set to P and
KYBD key is pressed. The coordinates of the initial posi-
tion is overflown, the ENT key is pressed. The computer
then determines changes from the initial position contin-
uously, and the coordinates of the current present posi-
tion can be read either by remaining in this configuration
or by setting the DISPLAY switch to PP (present position)
and the MODE switch to MGRS or LAT/LONG.
(2) To update present position over a stored
destination, KYBD key is depressed and released when
the aircraft overflies this destination. If an update is de-
sired, the ENT key is depressed and released and the
update is completed. The DISPLAY switch is in the DIST/
BRG/TIME position and the FLY-TO-DEST is set to this
destination during this process. The distance-to-go, dis-
played while over the stored destination, is the position
error of the system at that moment.
(3) To update present position over fixed point
not previously stored in the computer, the DISPLAY
switch is placed PP and KYBD key is depressed and
released as the fix point is overflown. This freezes the
display while allowing computation of changes in present
position to continue within the computer. If an update is
required, the coordinates of the fix point are entered via
the keyboard, and ENT key is pressed. The position
change which occurred since over-flying the fix point
automatically added to the fix point coordinates to com-
plete the position update.
(4) Magnetic variation can be entered for each
destination, and the system will compute present posi-
tion magnetic variation. If operation is to occur in a region
with relatively constant magnetic variation, the operator
enters magnetic variation only for present position and
the computer will use this value throughout the flight. If
MGRS data are to be entered or displayed, the MGRS
datum of operation is also entered.
3-3-20
b. Target-of-opportunity can be stored by pressing
TGT STR (target store) key when the target is overflown.
This operation stores the coordinates of the target in one
of ten destination locations in the computer; locations 90
through 99 sequentially incrementing each time the TGT
STR key is depressed. The location is displayed in the
appropriate display field. The computer can keep track of
individual target positions which may include speeds and
directions input by the operator.
c. Self test of the AN/ASN-128B is accomplished
using built-in-test-equipment (BITE) with the RTA, SDC,
and CDU units connected an energized for normal op-
eration. Self test enables the unit to isolate failures to one
of the four main functions (RTA, SDC, CDU or EGR) or
to one of the circuit cards in the SDC or CDU. Self test is
accomplished as follows: Self test of the AN/ASN-128B
is accomplished using built-in-test-equipment (BITE)
with the RTA, SDC, and CDU units connected an ener-
gized for normal operation. Self test enables the unit to
isolate failures to one of the four main functions (RTA,
SDC, CDU or EGR) or to one of the circuit cards in the
SDC or CDU. Self test is accomplished as follows:
(1) The CDU (except for the keyboard and dis-
play) is checked on a continuous basis, and any failure
is displayed by illumination of the MAL indicator lamp on
the CDU. If the MODE switch on the CDU is set to the
TEST position, identification of the failed circuit card in
the CDU is indicated by a code on the display panel.
(2) The DRVS and EGR are tested by setting
the MODE switch on the CDU to the TEST position.
Failure of the DRVS or EGR are displayed on the CDU
by illumination of the MAL indicator lamp, and identifica-
tion of the failed unit or circuit card is indicated by a code
on the display panel of the CDU.
(3) Continuous monitoring of the Signal Digital
Data Converter and Receiver Transmitter Antenna is
provided by the system status indication. The system will
not use Doppler velocities in normal operation when fly-
ing over glassy smooth water. However, if the system
continues to not use Doppler (e.g., using GPS only when
combined has been selected) for excessive periods of
time (e.g. more than10 minutes) over land or rough wa-
ter, then a malfunction may exist in the navigation set and
the operator should set the MODE switch to TEST to
determine the nature of failure.
(4) The display portion of the CDU is tested by
illuminating all the lamp segments in each alphanumeric
characters in the LAMP TEST mode.
(5) Keyboard operation is verified by observing
the alphanumeric characters as the keyboard is exer-
cised.
3-3-47. Route Sequencing Modes.
The system has the ability to fly a preprogrammed se-
quence of waypoints. This sequence can be either con-
secutively numbered in which case a start and end way-
point are entered or randomly numbered in which case

all waypoints are put in a list and the start and end way-
points are entered. Both sequence modes can be flown
in the order they are in the list or in reverse order. Direc-
tions will be displayed to the waypoint next on the list until
approximately 10 seconds before overflying the way-
point at which time the display will advance to the next
waypoint and the new waypoint number will blink for ten
seconds. One consecutive and one random sequence
may be stored in the system.
3-3-48. To-To Route Mode.
The system has the ability to provide steering information
onto a course defined by the start and end waypoints.
Only the second waypoint will be overflown. The distance
displayed is the distance to the course when outside 2
nautical miles of the course and the distance to the sec-
ond waypoint when inside 2 nautical miles of the course.
3-3-49. General Operating Procedures for Entering
Data.
The panel display consists of four line LCD readout. The
top line of the display is reserved for the display of Fly-To-
destination number and destination name/International
Civil Aeronautic Organization (ICAO) identifier, EPE in
meters, mode of GPS and mode of AN/ASN-128B opera-
tion and target store number. The remaining lines will
display data in accordance with the DISPLAY and MODE
switches. When depressing the KYBD key for the first
time in an entry procedure, the display freezes, kybd is
displayed in the bottom right corner indicating the display
is in the keyboard mode and the input field under key-
board control blinks. If it is not desired to change the
display field under control, the pilot can advance to the
next field of the display by depressing the KYBD key
again. Depressing ENT key (whether or not new data has
been entered) causes the display to blank momentarily
and return with the latest computed data. To abort a
keyboard operation, move the mode or display switch to
another position.
NOTE
All keys activate upon release after being de-
pressed. Keys should be depressed and im-
mediately released in one continuous motion.
a. Data Entry. To display a letter, first depress the LTR
key corresponding to the position of the desired letter on
a key. Then depress the key which contains the desired
letter. For example, to enter an L, first depress The LTR
RIGHT key, then depress the 4 key.
b. Keyboard Correction Capability. The last charac-
ter entered may be cleared by depressing the CLR key.
If the CLR key is depressed twice in succession, the field
is cleared but remains under control (indicated by blink-
ing) and the last valid data entered is displayed.
TM 1-1520-240-10
c. Destination Variation Constraint. The magnetic
variation associated with a destination must be entered
AFTER the coordinates for that destination are entered.
The order of entry for present position is irrelevant.
d. Impossibility of Entering Unacceptable Data. In
most cases the computer program will reject unaccept-
able data (for example, a MGRS area W1 does not exists
and will be rejected). If the operator attempts to insert
unacceptable data, the unacceptable data will be dis-
played on the panel and then the selected field will blink
after ENT key is pressed displaying the last valid data.
NOTE
The computer cannot prevent insertion of er-
roneous data resulting, for example, from hu-
man or map errors.
e. Procedure for Displaying Wind Speed and Direc-
tion.
NOTE
In MGRS mode, wind speed is displayed in
km/hr; in LAT/LONG mode, wind speed is dis-
played in knots. Wind direction is defined as
the direction from which the wind originates.
(1) Set MODE switch to LAT/LONG (MGRS
may also be used).
(2) Set DISPLAY switch to WIND–UTC/DATA
and observe display.
(3) The display indicates:
SP;XXXKn
DIR:XXX_
f. Procedure for Displaying/Entering UTC and Dis-
playing GPS Status.
(1) Set MODE switch to LAT/LONG (MGRS
may also be used).
(2) Set DISPLAY switch to WIND-UTC/DATA
and observe the wind speed/direction display.
(3) Depress ENT key. Observe that the CDU
display indicates year XX, day XXX and indicates hours,
minutes, and seconds of UTC time: XX Hours, XX Min-
utes, XX Seconds.
(4) To enter year, day, and time depress the
KYBD key to select the field for input shown as a blinking
field, enter the desired data and depress the ENT key.
(5) To display GPS status depress the ENT to
display selection menu.
1>SEA CURRENT
2>SURFACE WIND
3>GPS STATUS
4>DATA LOAD end
(6) To select the GPS STATUS page depress
the 3 key.
3-3-21
TM 1-1520-240-10

(7) Observe the CDU display. The display indi- NOTE

cated the GPS test mode status as of one of the follow- Destinations are entered manually when
ing. steering information is required to a destina-
GPS TEST: IN PROCESS tion that was not in the set of data loaded via
GPS TEST: NOT RUN the data loader, or it is desired to update pres-
GPS TEST: PASSED ent position by overflying a destination, or a
GPS TEST: FAILED present position variation computation is de-
sired. (See CDU operation). If a present posi-
g. Procedure for Displaying GPS Key and GPS tion variation update is desired, destination
Space Vehicle Status. variation must be entered. The operator may
enter one or more destination variations; it is
(1) Set the DISPLAY switch to XTK/TKE/KEY.
not necessary for all destinations to have as-
(2) Set the MODE switch to LAT/LONG (MGRS sociated variations entered and also not nec-
may also be used). essary to enter all destinations in any case,
but variations must be entered AFTER des-
(3) The display indicates GPS daily key status, tination coordinates are entered.
time remaining on the currently entered keys and how The Doppler outputs true heading and accepts magnetic
many Space Vehicles (SV) are currently being used by heading from gyromagnetic heading reference. If accu-
the GPS. rate magnetic variations are not applied, then navigation
accuracy will be affected.
KEY STATUS TIME REMARKS
b. System Initialization
DK OK Days or hours still GPS daily key
available on key in use and (1) Enter GPS mode “M”.
verified. NOTE
DK NO * No GPS daily You must select GPS mode “M” during initial-
key available ization. If “Y” mode is selected before Crypto-
DK IN * GPS daily key Key variables are loaded the system will lock-
available but up forever.
not verified. You must select GPS mode “M” during initial-
ization. If “Y” mode is selected before Crypto-
3-3-50. Preflight Procedures. Key variables are loaded the system will lock-
up forever.
a. Data Required Prior to DGNS Turn-on (2) Perform self test (para d. below).
The following initial data must be entered by the pilot after (3) Perform download (para c. below) of data
system turn-on and initialization, unless previously en- loader cartridge if necessary, or manually enter datum,
tered data is satisfactory: destinations, magnetic variations, and present position
(para. f or g. below).
Datums of operation, when using MGRS coordinates.
This data may be part of the data load if preprogrammed. (4) Load Crypto-Key variables (unless pre-
viously loaded and still valid) necessary for operation of
In combined or GPS mode the GPS provides preset posi- the GPS in Y mode.
tion. If Doppler only mode is selected MGRS coordinates
of present position - zone area, easting and northing; NOTE
latitude/longitude coordinates may also be used to input
present position. This data may be part of the data load It is necessary to wait at least 12 minutes for
if preprogrammed. Variation of present position to the key validation when new keys have been en-
nearest one-tenth of a degree. tered, or collection of almanac data when set
has no previous almanac data. During this
Coordinates of desired destinations 00 through 99. It is time the GPS operating mode must be M and
not necessary to enter all destinations in the same coor- uninterrupted. After this time the GPS operat-
dinate system. This data may be part of the data load if ing mode may be switched to Y. Observe the
preprogrammed. GPS Key status and number of SVs tracked
after switching to Y mode. If the SV number
Variation of destinations to the nearest one-tenth of a goes to zero repeat this procedure. The Key
degree. status shall switch from DK IN to DK OK
Crypto-Key variables necessary to enable the GPS re- sometime during the 12 minutes.
ceiver to operate in Y code are entered via remote fill data (5) Check datum of operation, if MGRS is being
only and not via the CDU keyboard. used.

3-3-22

(6) Check destinations in MRGS or LAT/LONG
coordinates as desired.
(7) Check associated destination variations as
desired. Remove all incorrect variations by setting DIS-
PLAY switch to WP/TGT, setting the destination number
to appropriate destination, and depressing the KYBD key
and ENT key in that order. Variations of at least two
destinations must be entered for automatic variation up-
date computation to be performed. For accurate naviga-
tion it is advised to enter variation after each destination
unless the variations are the same.
(8) Select DGNS operating mode (para e. be-
low).
NOTE
The set will automatically select combined
mode (default or primary operating mode) as
this allows the system to select the best pos-
sible navigation method available.
(9) Set the FLY-TO DEST to the desired des-
tination location.
c. Procedure for Downloading Data From Dataload-
er Cartridge.
(1) Set the CDU mode switch to OFF.
(2) Insert the preprogrammed data loader car-
tridge.
(3) Set the CDU mode switch to MGRS (LAT/
LONG may be used). Enter desired GPS code (M or Y)
mode of operation.
(4) Set the DISPLAY switch to WIND-UTC/
DATA.
(5) To display the select menu depress the ENT
key twice.
1>SEA CURRENT
2>SURFACE WIND
3>GPS STATUS
4>DATA LOAD end
(6) To select the DATA LOADER page depress
the 4 key.
TM 1-1520-240-10
DATA LOADER
ENTER DATA:N
end
(7) To begin the download depress the KYBD
and enter Y (yes).
(8) Observe the CDU display. The CDU shall
display DOWNLOAD WAYPTS and WAIT ACK. If a
transmission error occurs the CDU display shall change
to ERROR-RETRYING.
(9) When the transmission is complete the CDU
shall display DOWNLOAD WAYPTS COMPLETE. If this
display is not obtained within one minute of beginning the
download check the data programming and connection.
(10) Set the CDU mode switch to OFF, remove
the data loader cartridge if desired, and then set the CDU
mode switch to desired setting.
d. Self-Test
(1) Set the MODE switch to LAMP TEST. Enter
GPS mode “M” or “Y”. Verify the following:
(a) All LCD on four-line display are illumi-
nated.
(b) The MAL lamp is illuminated.
(2) Rotate the center lighting control. Verify the
following:
(a) All edge lighting is illuminated.
(b) All keyboard keys are illuminated.
(3) Set MODE switch to TEST.
(a) While test is performing, depress the
DIM pushbutton several times, then the BRT pushbutton
several times. The LCD display should glow dimmer then
brighter. Adjust LCD display for comfortable viewing.
(b) After Doppler and/or GPS self test have
completed (approximately 15 seconds for Doppler, up to
2 minutes for GPS), one of the following displays will be
observed in the left and right displays:
NOTE
In the event the TEST mode display is not GO
ALL the system should be recycled through
OFF to verify the failure is to a momentary
one.
3-3-23
TM 1-1520-240-10

LEFT DISPLAY RIGHT DISPLAY REMARKS

GO Doppler has completed Built in Test (BIT) and is operating satisfactorily,
GPS is still performing BIT (GPS has 2 minute BIT cycle maximum).
Note that a rotating bar in the display indicates that the GPS is still per-
forming self test.
GO ALL The entire system has completed BIT and is operating satisfactorily.
GO P Pitch or Roll data is missing or exceeds 90_. In this case, pitch and roll in
the computer are both set to zero and navigation in the Doppler mode
continues with degrade operation. Problem may be in the vertical gyro or
aircraft cabling.
NG C, R, S, or H fol- A failure has occurred in the Computer Display Unit or the Signal Data
lowed by a nu- Converter Power Supply. The operator should not use the system.
meric code
DN GPS failure code GPS has failed but operator can use doppler to perform all navigation.
DF Doppler failure Doppler has failed. GPS is still performing self test.
code
GN Doppler failure Doppler has failed but operator can use GPS to perform all navigation.
code
e. Procedure for Displaying or Selecting GPS M or Y are automatic fall back modes used when
Operating Mode, Doppler, GPS, or Combined Operation, both the Doppler and GPS are unavailable.
and Displaying Groundspeed and Track. (4) Selection of GPS mode of operation:
(1) Set MODE switch to MGRS position (LAT/ As an example, consider selection of Y-only mode. De-
LONG or GPS LDG position may also be used). press KYBD key. Observe that the GPS mode blinks. To
enter Y (for Y mode) depress key LTR LEFT followed by
(2) Set DISPLAY switch to GS/TK/NAV M. key 9. A Y will be displayed. Depress ENT key. The entire
(3) The display indicates the current GPS and display will blank out for less than one second and the
navigation mode on the top line: center display will now indicate: Y.
(5) Selection of DGNS mode of operation.
(a) Selected Fly to waypoint.
As an example, consider selection of GPS-only mode of
(b) EPE (GPS Estimated Position Error in operation. Depress KYBD key twice. Observe that the
Meters. An asterisk (*) in the character position of the DGNS mode blinks. To enter G (for GPS mode) depress
EPE display indicates an EPE of greater than 999 or data key LTR LEFT followed by key 3. A G will be displayed.
unavailable. Depress ENT key. The entire display will blank out less
than one second and the DGNS Mode will now indicate:
(c) GPS mode of operation: G (or * if GPS is not available).
M for mixed C\A and P/Y code GPS reception
Y for only Y code GPS reception. (6) Ground Speed and Ground Track Angle are
displayed on lines 3 and 4.
(d) DGNS mode of operation:
C for combined Doppler and GPS f. Procedure for Entering/Displaying Present posi-
D for Doppler only tion or One of the 100 Possible Destinations in MGRS.
G for GPS only The DGNS has the capability to display 100 destinations
R for remembered velocities (numbered 00 through 99).
* for no navigation.
100 destinations
(e) Target destination where the present
position will be stored next time TGT/STR is depressed. -00 to 69 Standard Waypoints
-70 to 89 Data Load-only Waypoints, Ob-
NOTE servable but not changeable via
In MGRS mode, ground speed is displayed in CDU keyboard. Used for Nation-
km/hr; in LAT/LONG mode, ground speed is al Airspace Data Such as VORs,
displayed in knots. NDB’s and intersections.
Only mode C, G, and D may be selected as -90 to 99 Target Store Waypoints (Usable
the primary navigation mode. Modes R and * as Standard Waypoints)

3-3-24
 TM 1-1520-240-10

As an example, consider display of destination number -70 to 89 Data Load-only Waypoints, ob-
25. servable but not changeable via
CDU keyboard. Used for Nation-
(1) Enter datum as described in paragraph j be-
al Airspace Data Such as VORs,
low.
NDB’s and intersections.
(2) Set MODE switch to MGRS. -90 to 99 Target Store Waypoints (Usable
as Standard Waypoints)
(3) Set DISPLAY switch to WP/TGT.
(4) Notice the current destination number dis-
played. To display destination number 25 depress the As an example, consider display of destination number
INC or DEC keys, or depress keys 2 then 5. this is a direct 25.
key entry action.
(1) Enter the datum as described in paragraph
(5) Observe that the current destination MGRS j. below.
zone, area, and easting/northing coordinates are now
displayed. The destination number 25 and location
(2) Set MODE switch to LAT/LONG.
name/ICAO identifier also appears in the display.
(6) Entry for destination coordinates and loca- (3) Set DISPLAY switch TO WP/TGT.
tion name/ICAO identifier: As an example, consider entry
of zone 18T, area WN, easting 5000, northing 6000, and (4) Notice that the current destination number is
ICAO identifier BANDO. displayed. To display destination number 25 depress the
(7) To enter keyboard mode depress the KYBD INC or DEC keys, or depress keys 2 then 5. This is a
key. Observe “kybd” displayed in the bottom right corner direct key entry action.
of the display. (Destination number blinks.) Depress
KYBD again. (Zone field blinks.) To enter 18T depress (5) Observe that the current Latitude and Longi-
keys 1, 8, LTR MID, 7. tude coordinates are now displayed. The destination
number 25 and location name/ICAO identifier appears in
(8) Depress KYBD. (Area and northing/easting the display.
blinks.) To enter WN5000 6000 depress keys LTR MID,
8, LTR MID, 5, KYBD, 5, 0, 0, 0, 6, 0, 0, 0.
(6) Entry of destination coordinates and loca-
(9) Depress KYBD. (Location name/ICAO iden- tion name/ICAO identifier: As an example, consider entry
tifier blinks.) To enter BANDO depress keys LTR MID, 1, of Latitude N41_ 10.13 minutes and longitude E035_
LTR LEFT, 1, LTR MID, 5, LTR LEFT, 2, LTR RIGHT, 5. 50.27 minutes and ICAO identifier BANDO.

(10) To store the displayed information into the
selected destination display position depress the ENT
key.
NOTE
To access P, depress the LTR LEFT key fol-
lowed by the 6 key. Another way to access P
is to display waypoint 99 then depress the INC
key or display waypoint 00 then depress the
DEC key.
Way points cannot be recalled by location
name/ICAO identifier.
g. Procedure for Entering/Displaying Present Posi-
tion or one of the 100 Possible Destinations in LAT/
LONG.
The DGNS set has the capability to display 100 destina-
tions (number 00 through 99).
(7) To enter keyboard mode depress KYBD key.
Observe “kybd” displayed in the bottom right corner of
the display. (Destination number blinks.) Depress KYBD
again (Latitude field blinks.) To enter N41_ 10.13 depress
keys N, 4, 1, 1, 0, 1, 3.
(8) Depress KYBD. (longitude field blinks.) To
enter E035_ 50.27 depress keys E, 0, 3, 5, 5, 0, 2, 7.
(9) Depress KYBD. (Location name/;ICAO
identifier blinks.) To enter BANDO depress keys LTR
MID, 1, LTR LEFT, 1, LTR MID, 5, LTR LEFT, 2, LTR
RIGHT, 5.
(10) To store the displayed information into the
selected destination display position depress the ENT
key.

Display indicates:
100 destinations
-00 to 69 Standard Waypoints N41_ 10.13 E035_ 50.27.

3-3-25
TM 1-1520-240-10
NOTE
To access P, depress the LTR LEFT key fol-
lowed by the 6 key. Another way to access P
is to display waypoint 99 then depress the INC
key or display waypoint 00 then depress the
DEC key.
Waypoints cannot be recalled by location
name/ICAO identifier.
h. Procedures for Entering Variation and Landing
Mode Data.
(1) Set MODE switch to MGRS position-altitude
entered/displayed in meters (LAT/LONG may also be
used-altitude entered/displayed in feet).
(2) Set DISPLAY switch to WP/TGT position.
(3) Select the waypoint desired by directly en-
tering the two digit target number or depressing the INC/
DEC keys. Observe the waypoint number entered and
position data.
(4) Depress the ENT key and observe the way-
point number, variation and/or landing data if entered.
(5) To enter a magnetic variation and/or landing
mode data depress the KYBD key to select the field for
entry and enter the desired data as shown in steps 6
through 10 below. To end the entry operation depress the
ENT key.
(6) Entry of variation: as an example, consider
entry of a variation of E001.2. Depress keys E, 0, 0, 1,
and 2. The decimal point is inserted automatically. If no
landing mode data is to be enter depress ENT to com-
plete the operation. Display indicates: E001.2_.
NOTE
An asterisk appearing in the variation fielded
indicates the variation is not entered. Varia-
tions may not be entered for waypoints con-
taining target motion.
(7) The bottom two lines indicate the MSL alti-
tude, desired glideslope, and the desired inbound ap-
proach course (IAC) to the indicated destination. As an
example, consider entry of a glideslope of 8_ an IAC of
270_ and an altitude of +230 meters, for destination num-
ber 25.
(8) Depress the KYBD key to blink altitude field.
Depress the INC/+ key to enter a positive altitude, de-
press keys 2, 3, 0 (the leading zeros may be omitted) for
the altitude of 230 meters in the example.
(9) Depress the KYBD key to blink the glide
slope field. Enter glideslope. The maximum allowable
glideslope is 9 degrees. In the example enter 8 for an
eight degree glideslope.
3-3-26
(10) Depress the KYBD key to blink the inbound
approach course field. Enter a three digit inbound ap-
proach course angle. In the example enter 2, 7, 0 to enter
a 270 degree inbound approach course. Depress the
ENT key to complete the operation.
i. Procedures for Entering Target Motion and Direc-
tion
In MGRS mode, target speed is entered in km/h; in LAT/
LONG mode, target speed is entered in knots.
(1) Set the MODE switch to LAT/LONG (MGRS
may be used).
(2) Set the DISPLAY switch to WP/TGT and se-
lect the target number desired (00-69 or 90-99) by direct-
ly entering the two digit target number or INC/DEC keys.
Observe the waypoint number entered and position
data.
(3) Depress the ENT key and observe the way-
point number, variation and/or landing data if entered.
(4) Depress the ENT key and observe the target
speed and direction page.
(5) To select target speed depress the KYBD
key twice and enter the target speed. The maximum
target speed that may be entered is 50 knots. Fill leading
zeros before entering.
(6) To select the target direction depress the
KYBD key and enter the target direction.
(7) To end the entry operation depress the ENT
key. At the time ENT key is depressed and released, the
target position will begin to be updated as a function of
time based on the speed and direction entered.
NOTE
To abort/cancel an entry of target motion, en-
ter a target speed of 000 using the above
procedure.
j. Procedure for Entering/Displaying Datum or
Cleaning All Waypoints.
(1) Set the MODE switch to MGRS position
(LAT/LONG may also be used).
(2) Set the DISPLAY switch to DATUM/
ROUTE.
(3) To select the datum field depress the KYBD
KEY.
(4) Entry of datum: as an example consider
entry of 25. Depress keys LTR 2, 5. Depress the ENT key.
The display shall show DATUM:25.
(5) To clear all waypoints, variations, landing
data and target motions, enter RDW for the spheroid.
k. Procedure for Entering Sea Current Speed and
Direction for Water Motion Correction.

NOTE
In MGRS mode, wind speed is displayed in
km/hr; in LAT/LONG mode, wind speed is dis-
played in knots. Leading zeros must be enter-
ed. Sea current direction is defined as the
direction the current is flowing.
(1) Set MODE switch to LAT/LONG (MGRS
may be used).
(2) Set DISPLAY switch to WIND-UTC/DATA
and observe the standard wind speed and direction dis-
play.
(3) Depress the ENT key twice to display the
selection menu.
1>SEA CURRENT
2>SURFACE WIND
3>GPS STATUS
4>DATA LOAD end
(4) Depress the 1 key to select SEA CURRENT.
The display indicates:
SEA CURRENT
SP;XXXKn
DIR:XXX_
(5) Entry of sea current speed and direction: as
an example, consider the entry 4 knots and 135 degrees.
Depress KYBD key. Observe that the speed field blinks.
(6) To enter speed, depress keys 0, 0 and 4. The
speed indicates 004Kn. The maximum sea current
speed that may be entered is 50 knots.
(7) Depress KYBD key. The direction display
blinks.
(8) To enter direction, depress keys 1, 3, and 5.
Direction indicates 135_.
(9) Depress ENT key. The display momentarily
blinks and then reappears.
NOTE
To abort entry of sea current, enter a sea cur-
rent speed of 000 using the above procedure.
l. Procedure for Entering Surface Wind Speed and
Direction for Water Motion Correction.
NOTE
Not required or necessary when in combined
or GPS mode. In MGRS mode, surface wind
speed is entered in km/hr: in LAT/LONG
mode, surface wind speed is entered in knots.
Leading zeros must be entered. Wind direc-
tion is defined as the direction from which the
wind originates.
TM 1-1520-240-10
(1) Set MODE switch to LAT/LONG (MGRS
may also be used).
(2) Set DISPLAY switch to WIND-UTC/DATA
and observe the wind speed/direction display.
(3) Depress ENT key twice to display the selec-
tion menu.
1>SEA CURRENT
2>SURFACE WIND
3>GPS STATUS
4>DATA LOAD end
(4) Depress the 2 key to select SURFACE
WIND. The display indicates:
SURFACE WIND
SP:XXXKn
DIR:XXX_
(5) Entry of wind speed and direction: as an
example, consider the entry of 20 knots and 150 de-
grees. Depress KYBD key. Observe that the wind speed
field blinks.
(6) To enter speed, depress keys 0, 2 and 0. The
wind speed indicates 020. The maximum surface wind
speed is 50 knots.
(7) Depress KYBD key. The direction display
blinks.
(8) To enter direction, depress keys 1, 5, and 0.
Wind direction indicates 150_.
(9) Depress ENT key. The display momentarily
blinks and then reappears.
NOTE
To abort entry of surface wind speed and di-
rection, enter a surface wind speed of 000
using the above procedure.
3-3-51. Flight Procedures.
NOTE
This procedure is applicable to the Doppler
only mode. Present position is automatically
updated when DGNS is in combined mode.
a. Updating Present Position from a Stored Destina-
tion.
NOTE
The preface is: The aircraft is flying to a des-
tination, that is, the FLY-TO Destination is set
to the number of the desired destination.
(1) Set DISPLAY switch to DIST/BRG/TIME
position. Distance, bearing and time-to-go to the fly-to
destination are displayed.
(2) When the aircraft is over the destination,
depress KYBD key. Observe that the display freezes.
3-3-27
TM 1-1520-240-10
(3) Position update can be effected by depress-
ing the ENT key. The computer updated the present posi-
tion at the time the KYBD key was depressed by using the
stored destination coordinates, and adding to them the
distance traveled between the time the KYBD key was
depressed and the ENT key was depressed. In addition,
if an associated variation for the stored destination ex-
ists, the present position variation is also updated.
(4) If a present position update is unnecessary
(as indicated by an appropriately small value of DIS-
TANCE to go on overflying the destination), set the DIS-
PLAY switched to some other position - this action aborts
the update mode.
b. Updating Present Position from a Landmark.
NOTE
There are two methods for updating present
position from a landmark. Method 1 is particu-
larly useful if the landmark comes up unex-
pectedly and the operator needs time to de-
termine the coordinates. Method 2 is useful
when a landmark update is anticipated.
Method 1 (Unexpected update)
(1) Set DISPLAY switch to PP position.
(2) Overfly landmark and depress KYBD key.
The present position display shall freeze.
(3) Compare landmark coordinates with those
on display.
(4) If the difference warrants an update, enter
the landmark coordinates by depressing the KYBD key
to blink the field to be changed, enter coordinates, then
depress the ENT key. The computer updates the present
position (from the time the KYBD key was depressed) to
the landmark coordinates, and adds to the updated pres-
ent position the distance traveled between the time the
KYBD key was depressed and the ENT key was de-
pressed.
(5) If an update is not desired, set the DISPLAY
switch to some other position. This action aborts the
update mode.
3-3-28
Method 2 (Anticipated update)
1. Set DISPLAY switch to WP/TGT position.
2. Access P by depressing the LTR LEFT key
followed by the 6 key, entering destination
00 then depressing the DEC key, or enter-
ing destination 99 then depressing the INC
key.
3. Depress KYBD key. Observe that the dis-
play freezes.
4. Manually enter the landmark coordinates
by depressing the KYBD key to blink the
field to be changed and enter the coordi-
nates.
5. When overflying landmark, depress ENT
key.
6. If an update is not desired, set the DISPLAY
switch to some other position. This action
aborts the update mode.
3-3-52. Fly-To Destination Operation.
a. Initialization of Desired Course.
When a fly-to destination is selected such as at the start
of a leg, the present position at the time is stored in the
computer. A course is then computed between the se-
lected point and the destination. If the aircraft deviates
from this desired course, the lateral offset or crosstrack
distance error is computed.
Distance and bearing to destination, actual track angle,
and track angle error correction are computed from pres-
ent position to destination. See figure 3-3-8 for graphic
definition of these terms.
b. Procedure for Selecting One of 100 Possible Fly-
To Destinations (Direct Mode).
The Doppler/GPS navigation set has the capability of
selecting a fly-to destination from 100 destinations (num-
ber 00 through 99).
As an example, consider selecting Fly-To destination
number 43.
(1) Set MODE switch to MGRS (LAT/LONG or
GPS LDG may also be used).
(2) Set DISPLAY switch to XTK/TKE. Observe
e standard Cross Track (XTK) and Track angle error
(TKE) display. (DIST/BRG/TIME may also be used)
(3) To display Fly-To destination 43 depress the
INC or DEC keys, or depress keys 4 then 3. This is a
direct key entry action.
Left-Right Steering Signals
There are two methods the pilot may use to fly-to destina-
tion, using left-right steering signals displayed on the
computer-display unit. Left-right steering signals may be
used when flying the shortest distance to destination
from present position (Method 1) or when flying a ground
track from start of leg to destination (Method 2).

Figure 3-3-8. Graphic Definition of Course Terms
METHOD 1
When flying shortest distance to destination from
present position, set DISPLAY switch to DIS/BRG/
TIME position and steer vehicle to bearing dis-
played. As an aid to maintaining course, set DIS-
PLAY switch to XTK/TKE position and steer
aircraft to keep track angle error (TKE) nominally
zero. If the display indicates a L (left) TKE, the
aircraft must be flown to the left to zero the error.
METHOD 2
When flying a ground track, set DISPLAY switch
to XTK/TKE position. Steer vehicle to obtain zero
for crosstrack error (XTK). If XTK is left (L), aircraft
is to right of the desired course and must be flown
to the left to regain the initial course.
NOTE
Since the aircraft has the Horizontal Situation
Indicator (HSI) and when the Doppler has
TM 1-1520-240-10
been selected then the pilot may use the “#1”
needle and course deviation indicator (CDI)
for navigation to the Fly-To destination se-
lected on the CDU.
Select CDI by depressing, then releasing the DPLR GPS
lens on the HSI Mode Select PAnel.
c. Procedure to Enter Route-Sequence To-To Mode
The Doppler/GPS navigation set has the capability to
navigate a course set up between to destinations.
As an example, consider navigation onto a course start-
ing from destination number 62 and ending at destination
number 45.
(1) Set MODE switch to MGRS (LAT/LONG
may also be used).
(2) Set DISPLAY switch to DATUM/ROUTE.
(3) Depress the ENT key. Observe that a menu
of special steering functions appears.
3-3-29
TM 1-1520-240-10
(4) To select the Route-Sequence To-To display
depress key 1. Observe that TO-TO and selection mode
appears in the display. The display provides entry of
starting and ending destinations numbers.
(5) To enter keyboard mode depress the KYBD
key. (START field blinks.) To enter starting destination 62
depress keys 6, 2.
(6) Depress KYBD key. (END field blinks.) To
enter ending destination 45 depress keys 4, 5.
(7) Depress KYBD key. (SELECT field blinks.)
Enter Y (yes) for mode selection. N may be entered to
arm the system with the start and end destinations but
without entering the Route-Sequence To-To mode, or to
exit the Route-Sequence To-To mode if the system is
currently in that mode.
NOTE
If an entry is changed after Y is entered for
selection, and N must be entered for the
selection then it may be changed to Y. The
sequence must be flown from the beginning
waypoint.
No target destinations or destinations with
target motion may be included as To-To way-
points.
d. Procedure to Enter Route-Sequence Random
Mode.
The Doppler/GPS navigation set has the capability to
navigate through a sequence of randomly number des-
tinations.
As an example, consider navigating through destination
numbers 32, 25, 74, 01, 48, 83, 35.
(1) Set MODE switch to MGRS (LAT/LONG
may also be used).
(2) Set DISPLAY switch to DATUM/ROUTE.
(3) Depress the ENT key. Observe that a menu
of special steering functions appears.
(4) To select the Route-Sequence Random dis-
play depress key 2. Observe that RT SEQ RANDOM now
appears in the display followed by the sequence of des-
tination numbers and a continuation prompt.
(5) Enter the sequence of destination numbers
by depressing the KYBD key to enter keyboard mode.
(First destination field is blinks.) To enter first destination
32 depress 3, 2.
(6) Depress KYBD key. (Next destination field is
blinked.) Depress keys 2, 5 to enter second destination
25.
3-3-30
(7) Repeat step 6 until a maximum of ten des-
tinations are entered or if less than ten need to be en-
tered, asterisks are left for remaining destinations.
(8) To complete the entry of the random se-
quence of waypoints depress ENT key.
(9) Depress ENT key to select next page.
(10) To select the start field and enter the starting
destination depress KYBD key.
(11) To select the ending field and enter the end-
ing destination depress KYBD key.
(12) Depress KYBD key. (SELECT field blinks.)
Enter Y (yes) for mode selection. N may be entered to
arm the system but without entering the ROUTE-Se-
quence Random mode, or to exit the ROUTE-Sequence
Random mode if the system is currently in that mode. An
entry Y and R indicates a choice of Y-flying in forward
order, or R-flying in reverse order. To clear the random
sequence, enter C for selection.
NOTE
If an entry is changed after Y or R is entered
for selection, an N must be entered for the
selection then it may be changed to Y or R.
The sequence must be flown from the begin-
ning waypoint. No target destinations or des-
tinations with target motion may be included
as Route Sequence Random waypoints.
(13) After all entries are made, depress ENT
key.
e. Procedure to Enter Route-Sequence-Consecu-
tive Mode
The Doppler/GPS navigation set has the capability to
navigate through a sequence of consecutively numbered
destinations.
As an example, consider navigating through destination
numbers 32 through 35.
(1) Set MODE switch to MGRS (LAT/LONG
may also be sued).
(2) Set DISPLAY switch to DATUM/ROUTE.
(3) Depress the ENT key. Observe that a menu
of special steering functions appears.
(4) To select the Route-Sequence-Consecutive
display depress key 3. Observe that RT SEQ CONSEC
now appears in the display, followed by starting and end-
ing destination numbers, and mode selection.
(5) To enter keyboard depress the KYBD key.
(START field blinks.) To enter starting destination 32 de-
press leys 3, 2.
(6) Depress KYBD key. (END field blinks.) De-
press keys 3, 5 to enter destination 35.

(7) Depress KYBD key. (SELECT field blinks.)
Enter Y (yes) for mode selection. N may be entered to
arm the system but without entering the Route-Se-
quence-Consecutive mode, or to exit the Route-Se-
quence-Consecutive mode if the system is currently in
that mode. An entry of Y or R indicates a choice of Y-flying
in the forward order, or R-flying in reverse order.
NOTE
If an entry is changed after Y or R is entered
for selection, and N must be entered for the
selection then it may be changed to Y or R.
The sequence must be flown from the begin-
ning waypoint. No target destinations or des-
tinations with target motion may be included
as Route Sequence Consecutive waypoints.
f. Procedure for Displaying Distance/Bearing/Time
Information.
(1) Set MODE switch to MGRS (LAT/LONG or
GPS LDG may also be used).
(2) Set DISPLAY switch to DIS/BRG/TIME.
(3) Observe that the distance-to-go in kilome-
ters (to the fly-destination), bearing, and time-to-go ap-
pears on the bottom two lines of the display. (Distance is
in nautical miles when MODE switch position is LAT/
LONG.) Bearing-to-destination is displayed in hours,
minutes, and tenths of a minute.
(4) The display of the second line depends on
the current steering mode as follows:
(a) Direct-To Steering (default): Fly-to des-
tination number and ICAO identifier are displayed. Ex-
ample: 58:BANDO
(b) To-To Steering: TO-TO-:XX TO YY
where XX is the ’To-To’ start-of-leg destination number,
and YY is the ’To-To’ fly-to destination number.
(c) Route-Sequence Steering (both con-
secutive and random): RT-RANDOM: XXTOYY where
XX is current Route-Sequence fly-to destination number,
and YY is the next destination number in the sequence.
Approximately 10 seconds before overflying the fly-to
destination, the system automatically ’pickles’ to the next
destination, and the new fly-to number blinks for 10 sec-
onds then stops blinking.
g. Procedure for Displaying Present Position and
GPS Altitude
(1) Set the MODE switch to MGRS (LAT/LONG
or GPS LDG may also be used). Set the DISPLAY switch
to PP and observe present position display.
(2) To display present position variation and
GPS altitude depress the ENT key. Present position vari-
ation may be entered by depressing the KYBD key to
select the variation field. A variation is entered and the
ENT key is depressed.
TM 1-1520-240-10
h. Target Store (TGT STR) Operation
Two methods may be used for target store operation.
Method 1 is normally used when time is not available to
preplan a target store operation. Method 2 is used when
time is available and it is desired to store a target in a
specific location.
Method 1 (uses location 90-99)
(1) Depress the TGT STR key while flying over
target.
(2) Present position and variation are automati-
cally stored in the target destination location which was
displayed in the target store field immediately prior to
depressing the TGT STR key.
Method 2 (uses locations 00-69 and 90-99)
1. Set MODE switch to MGRS or LAT/LONG
position, depending on coordinate from de-
sired.
2. Set display switch to WP/TGT position.
3. To access P, depress the LTR LEFT key
followed by the 6 key. Another way to ac-
cess P, is to display waypoint 99 then de-
press the INC key or display waypoint 00
then depress the DEC key.
4. Depress KYBD key when overflying poten-
tial target. Observe that display freezes and
kybd is displayed in the bottom right corner
of the display indicating keyboard mode.
The destination number is now under key-
board control indicated by a blinking field.
CAUTION
Do not depress ENT key while destination
is set to P.
5. If it desired to store the target enter the two
digit destination number and depress the
ENT key.
6. If is not desired to store the target , set the
DISPLAY switch momentarily or perma-
nently to another position.
i. Procedure for Entering Landing Mode
(1) Set the Fly-to destination by setting the DIS-
PLAY switch to either XTK/TKE/KEY or DIST/BRG/
TIME. Directly enter the two digit destination number or
use the INC or DEC keys.
(2) Set MODE switch to GPS LDG.
(3) The DISPLAY switch continues to function
as before. To switch between metric and English units,
depress the ENT key.
3-3-31
TM 1-1520-240-10
NOTE
In this mode, the DGNS provides real-time
landing guidance information to the HSI indi-
cator. To display course deviation indication
(CDI) on VSI and HSI, depress then release
the DPLR GPS button on the HSI Mode Se-
lect Panel.
j. Procedure for Transferring Stored Destination/Tar-
get Data From One Location to Another.
The following procedure allows the operator to transfer
stored destination/target data from one destination/tar-
get location to another destination location. The trans-
ferred data consists of destination name/ICAO identifier,
location, variation, and landing information. For illustra-
tive purposes only, it is assumed that the operator wants
to put the coordinates of stored target 97 into the location
for destination 12.
(1) Set DISPLAY switch to WP/TGT position.
(2) Depress keys 9 then 7.
(3) Depress KYBD key, depress keys 1 then 2.
NOTE
Location name/ICAO identifier, variation, and
landing data may be deleted by first display-
ing the waypoint, depressing KYBD key, then
the ENT key.
(4) Depress ENT key.
k. Operation During and After a Power Interruption
During a power interruption, the stored destination and
target data and present position are retained by non-vol-
atile RAM inside the CDU. This makes it unnecessary to
reenter any navigation data power returns. GPS satellite
data are also retained by a rechargeable battery inside
the SDC. This makes it unnecessary to reload the crypto
key or wait for the collection of any almanac. Navigation
will be interrupted during the absence of power; however
the present position will be updated when the GPS data
becomes valid provided the DGNS mode has not been
selected as Doppler only. The pilot will have to re-enter
the GPS operating mode (M or Y) using a single key (5
or 9).
Table 3-3-4. Map Datum Codes.
Map Datum
ADINDAN
ARC1950
AUSTRALIAN GEODETIC 1966
BUKIT RIMPAH
CAMP AREA ASTRO
DIAKARTA
EUROPEAN 1950
3-3-32
In the event the CDU is initialized, the display will indicate
only EN when the CDU is operated. This is an indication
to the operator that previously stored data has been lost
and that spheroid/variation, destinations, and calibration
data must be entered. Present position needs to be en-
tered only if Doppler only mode has been selected. The
KYBD key must be depressed to clear the EN.
The computer initializes to the following: operating mode
to combined, present position variation to E000.0, des-
tinations and associated variations to a non-entered
state, wind speed (water motion) and sea current speed
to 000, DATUM: 00, present position to N45_
00.00’E000_ 00.00’ (until updated by GPS), target store
location to 91, along track calibration correction to 00.0
percent, and magnetic compass deviation corrections to
000.0 degrees. The following data must be entered:
(1) Depress KYBD key.
(2) Set MODE switch to OFF momentarily, to
LAMP TEST for approximately one second, and then to
MGRS or LAT/LONG.
(3) Select GPS or Y mode.
(4) Select DGNS operating mode if other than
combined.
(5) Enter datum.
(6) Enter present position if Doppler only has
been selected.
(7) Enter each destination and its associated
variation.
l. Procedure for Display Aircraft heading, Pitch, and
roll (Maintenance Function)
(1) Set the CDU mode switch to test and ob-
serve the CDU test mode display.
(2) After the Doppler test is completed depress
the ENT key.
(3) Observe the CDU display. The top indicates
in degrees and tenths of a degree, aircraft system head-
ing, pitch, and roll.
Data Code
01
02
03
04
05
06
07
 TM 1-1520-240-10

Table 3-3-4. Map Datum Codes - (Continued).

Map Datum Data Code
GEODETIC DATUM 1949 08
GHANA 09
GUAM 1963 10
G. SEGARA 11
G. SERINDUNG 12
HERAT NORTH 13
HJORSEY 1955 14
HU-TZU-SHAN 15
INDIAN 16
IRELAND1965 17
KERTAU (MALAYAN REVISED TRIANGULATION) 18
LIBERIA 19
USER ENTERED 20
LUZON 21
MERCHICH 22
MONTJONG LOWE 23
NIGERIA (MINNA) 24
NORTH-AMERICAN-1927:
CONUS 25
ALASKA AND CANADA 26
OLD HAWAIIAN:
MAUI 27
OAHU 28
KAUAI 29
ORDINANCE SURVEY OF GREAT BRITIAN 1936 30
QORNOQ 31
SIERRA LEONE 1960 32
SOUTH AMERICA:
PROVISIONAL SOUTH AMERICAN 1956 33
CORREGO ALEGRE 34
CAMPO INCHAUSPE 35
CHUA ASTRO 36
YACARE 37
TANANARIVE OBSERVATORY 1925 38
TIMBALAI 39
TOKYO 40
VOIROL 41
SPECIAL DATUM(SD) MGRS RELATED

3-3-33
TM 1-1520-240-10

Table 3-3-4. Map Datum Codes - (Continued).

Map Datum Data Code
SD, INDIAN SPECIAL 42
SD, LUZON SPECIAL 43
SD, TOKYO SPECIAL 44
SD, WGS-84 SPECIAL 45
WGS-72 46
WGS-84 (Default map datum) 47

3-3-53. GPS Data Loader Receptacle. (fig. 3-3-9)
The GPS data loader receptacle allows the operator to
load pre-programmed navigation information into the
GPS receiver. This navigational information, such as way
point position, DTM or almanac data is pre-loaded on a
data loader module, part number 164191-01-02 or
164191-03-01, if Unit Operations and mission dictates.
3-3-54. Controls and Function - GPS Data Loader
Receptacle.
Controls of the GPS Data Loader Receptacle are as
follows:
CONTROLS/ FUNCTION
INDICATOR
RELEASE When Pressed, releases
Pushbutton Data Loader Module from
Data Loader Receptacle.
3-3-55. Normal Operation - GPS Data Loader Recep-
tacle.
Perform the following steps in sequence to operate the
data loader system:
a. Turn on the GPS System. Allow system to warm up
and time in for approximately one minute.
NOTE
Loading data loader must be done in INIT
Mode.
b. Insert data loader module into data loader recep-
tacle. Wait at least 30 seconds before switching to anoth-
er mode. Display momentarily flashes when information
has been successfully transferred.
c. Locate module release button on left side of data
loader receptacle. Release and remove data loader
module from data loader receptacle.
d. Verify operation of data loader system by:
(1) Turn GPS Data Select switch to POS.
(2) Select a way point that is known to be pre-
programmed.
(3) Compare data displayed with known pro-
grammed data.
(4) If other selections are to be checked,
rotate Data Select switch to position desired. Then
compare data displayed with the known programmed
data.
(5) Repeat steps (1) thru (5) as desired for any
or all remaining way points.
(6) GPS should now be ready for use during
flight operations.
3-3-56. GPS KYK-13 Remote Fill Panel. (fig. 3-4-2)
The GPS KYK-13 Remote Fill Panel allows encryption
data to be loaded from a KYK-13 or KOI-18 fill devise.
Reference will only be made to the KYK-13.
3-3-57. Controls and Function - GPS KYK-13 Re-
mote Fill Panel. (fig. 3-4-2)
Controls of the GPS KYK-13 Remote Fill Panel are as
follows:
CONTROLS/ FUNCTION
INDICATOR
LOADS Provides positive indication that
STATUS GPS receiver has successfully
LED received crypto key fill.
INIT When pressed, causes the
LOAD transfer of crypto key from fill
switch devise (KYK-13 or KOI-18) to
GPS receivers
3-3-58. Normal Operation - GPS KYK-13 Remote Fill
Panel.
To load keys from KYK-13 into the GPS receiver:
NOTE
The GPS receiver does not need to be on to
load keys with the KYK-13 Fill Devise.
a. Connect KYK-13, either directly or using a fill
cable, to KYK/GPS FILL J1 receptacle located on the
Remote Fill Panel (Figure 3-4-2).
b. Turn KYK-13 Fill switch to desired position.
c. Turn KYK-13 Mode switch to ON.
d. Press LOAD INIT switch on the Remote Fill Panel
(Figure 3-4-2). Wait approximately 5 seconds. If key was
successfully loaded, Load Indicator light on the Remote
Fill Panel will flash.

3-3-34
 TM 1-1520-240-10

e. Repeat steps b. thru d. to load additional keys. (3) If ZEROIZED message is displayed on
STAT Page 1, Line 2, the GPS receiver is declassified.
f. Turn KYK-13 Mode switch to OFF.
g. Disconnect KYK-13 from aircraft receptacle. (4) If ZERO FAIL message is displayed, zer-
oization was not successful and the GPS receiver re-
3-3-59. GPS Zeroize Switch. (fig. 2-1-8) mains classified.
The GPS Zeroize switch is located on center instrument
panel, right side of AN/APR-39AV(1) Indicator, and is
used to erase any crypto data and all navigational infor-
mation stored in the GPS Receiver.
This zeroize switch consists of a guarded toggle switch.

3-3-60. Normal Operation GPS Zeroize Switch.

NOTE
Aircraft battery must be connected, or power
applied to aircraft.
a. Lift protective guard from zeroize toggle switch
and activate switch.
b. If GPS receiver is on, turn Data Switch to Stat.
Observe message on Page 1, Line 2.
The message ZEROED indicates a successful attempt
to erase information stored in the GPS receiver.
The message ZERO FAIL indicates an unsuccessful at-
tempt to erase the information. The GPS receiver re-
mains classified.
c. An alternate method to zeroize the GPS receiver
is to use the C-11702/UR and GPS Control Unit keyboard
as follows:
(1) Select STAT page 1.
(2) Enter ZZ on line 4, and push Line Select Key Figure 3-3-9. Remote GPS Data Loader
4. Receptacle/KYK-13 Fill Panel

3-3-35/(3-3-36 blank)
 TM 1-1520-240-10

SECTION IV. TRANSPONDERS

3-4-1. Transponder System (AN/APX-100). CONTROLS/ FUNCTION
INDICATOR
The transponder system provides automatic radar identi- EMER Transmits emergency re-
fication of the helicopter. The system receives, decodes, ply signals to mode 1, 2,
and replies to interrogations on modes 1, 2, 3/A, 4, TEST or 3/A and 4 interroga-
and C from all suitably equipped challenging helicopter tions, regardless of mode
or ground facilities. The receiver section operates on a control settings.
frequency of 1,030 MHz and the transmitter section oper-
ates on a frequency of 1,090 MHz. Because these fre- M-1, M-2, M-3/A At ON position, the appli-
quencies are in the UHF band, the operational range is Switches cable mode is selected
limited to line-sight. Power to operate the system is sup- for operation. OUT posi-
plied by the No. 2 DC bus through the COMM IFF circuit tion turns off applicable
breaker on No. 2 PDP. mode. AT TEST position,
that particular mode sis
tested for proper opera-
The integral receiver-transmitter-control panel is on the tion. If test is valid, TEST
console. It provides the control switches for application lamp will illuminate.
of power, setting of the modes and codes, modes of
operation, identification of position, and emergency func- M-C In mode C, altitude infor-
tions of the set. It receives coded interrogating pulses mation is provided to
and tests them for validity. If the signals conform to the ground controllers by the
preset mode and code, a codes reply is transmitted. AAU-32A encoding alti-
Additional preset codes for emergency use are available meter. Switch position
when selected. These emergency codes are transmitted functions are the same
on modes 1, 2, 3/A and 4 regardless of codes selected. as for M-1, M-2, and
Transponder functions are continuously monitored by M-3A switches.
built-in-test circuits. Each mode also has a self-test fea-
ture which can be selected by the pilot to verify operation. MODE 1 Selector Selects and indicates a
The RT-1285/APX-100 is the interim NVG compatible Switches two digit 32 code reply
control. The RT-1558/APX-100 is the NVG Blue Green number.
version. Both units are form, fit and functionally inter-
MODE 2 Selector Selects and indicates a 4
changeable. The receiver-transmitter must be removed
Switches digit 4096 code reply
from the console to replace the fuse.
number. (Switches are
preset and covered by a
guard. Only the reply
3-4-2. Controls and Function, Transponder Control code can be seen.)
(TR-1285/APX-100) (RT-1558/APX-100). (fig. 3-4-1)
MODE 3/A Selector Selects and indicates a 4
Switches digit 4096 code reply
CONTROLS/ FUNCTION
number.
INDICATOR
MASTER Control MODE 4 CODE Control Selects type MODE 4 op-
Switch: Switch eration.
OFF Removes power from HOLD This function is enabled
transponder set and only when the right aft
computer landing gear strut is com-
pressed. It holds the
STBY Power is applied to trans- MODE 4 code which
ponder receiver and would otherwise be
computer; transmitter in- cleared when the set is
operative. Set ready for turned off or electrical
operation after 2 minute power is removed.
warmup in STBY. Switch is spring-loaded
to A. HOLD function is
NORM Transponder in normal reset when the trans-
operation. ponder is turned on.

3-4-1
TM 1-1520-240-10
CONTROL/ FUNCTION
INDICATOR
A Enables transponder to
reply to code A interroga-
tions.
B Enables transponder to
reply to code B interroga-
tions.
ZERO Clears (zeroizes mode 4
code settings in trans-
ponder computer.
MODE 4 AUDIO LIGHT AT AUDIO, the REPLY
OUT Switch indicator light will illumi-
nate when the trans-
ponder replies to valid
mode 4 interrogations. A
pulse tone will be heard
in the headset when a
code A interrogation is
received but the CODE
control switch is in B
position and vice versa.
At LIGHT, only the light
will illuminate when the
transponder replies to
mode 4 interrogations. At
OUT, the audio and RE-
PLY light monitoring is
disabled.
MODE 4 TEST-ON-OUT At ON, the transponder
Switch replies to valid mode 4
interrogations. At OUT,
mode is disabled. At
TEST, mode 4 is tested
for proper operation. If
test is valid, TEST GO.
Mode 4 REPLY Light Illuminates to indicate
valid mode 4 replies
when MODE 4 AUDIO
LIGHT switch is set to ei-
ther AUDIO or LIGHT.
TEST GO Light Illuminates when trans-
ponder responds proper-
ly to TEST position of
M-1, M-2, M-3A, M-C, or
MODE 4 TEST-ON-OUT
swithces.
TEST/MON NO GO Light The light illuminates
when any of the following
occurs:
a. MASTER switch is on
STBY.
b. Transponder does not
respond to interrogation.
3-4-2
CONTROL/ FUNCTION
INDICATOR
c. Transponder does not
respond to TEST position
of mode switches.
d. Transponder malfunc-
tions.
RAD TEST Switch At RAD TEST, the trans-
ponder replies to interro-
gations from external test
equipment. At OUT the
RAD TEST feature is in-
operative.
IDENT-MIC Switch AT IDENT, the set will
transmit a coded identifi-
cation pulse for about 20
seconds to all interrogat-
ing stations on modes 1,
2, and 3/A to identify the
helicopters position. OUT
position turns off the
identification pulse. MIC
feature is not used in this
installation.
STATUS Indicators The indicator lights are
part of built-in-test equip-
ment. A lit ALT indicator
indicates trouble in The
encoding altimeter. A lit
KIT indicator indicates
trouble in the computer
or the computer is not
installed. A lit ANT indi-
cator indicates antenna
trouble.
ANT Switch Three-position antenna
diversity switch labeled
TOP, DIV, and BOT. Nor-
mal position is DIV.
When jamming is heavy,
TOP or BOT antenna
may be selected.
IFF Fail Light (Located The light will illuminate in
on the center instrument MODE 4 when any of the
panel) following occurs:
a. The computer is
installed without a code.
b. No reply or improper
reply is made to a valid
interrogation.
c. A malfunction occurs
in the transponder.
 TM 1-1520-240-10

3-4-3. Normal Operation — Transponder System. (a) MODE 4 CODE selector switch —
The following steps provide transponder system operat- HOLD, then release.
ing procedures.
(b) MODE 4 CODE selector switch — A or
a. Starting. B, as applicable.
(1) Move the MASTER switch from OFF to (c) MASTER control switch — OFF.
STBY. If the aircraft is so equipped, observe that the
(2) If code retention is not desired:
STBY light on the aircraft advisory panel comes on. Also,
note that the NO GO light is on. (a) MODE 4 CODE selector switch —
ZERO.
(2) Allow 2 minutes for warmup.
(b) MODE 4 CODE selector switch — A or
(3) Select the codes assigned for use in modes B, as applicable.
1 and 3/A by depressing and releasing the pushbutton for
each switch until the desired number shows. (c) MASTER control switch — OFF.
d. Turn KYK-13 Mode switch to OFF.
(4) Operate the PRESS-TO-TEST feature of
the lamp indicators. e. Disconnect KYK-13 from aircraft receptacle.
(5) Place the ANT switch BOT.
(6) Move the MASTER switch from STBY to
NORM.
(7) Hold the M-11 switch to TEST, observe that
the TEST/GO indicator lights.
(8) Restore the M-1 switch to ON.
(9) Repeat (7) and (8) above for the M-2, M-3/A
and M-C mode switches.
(10) Place the ANT switch TOP.
(11) Repeat (7), (8), and (9) above.
(12) Place the ANT switch DIV.
(13) Repeat (7), (8), and (9) above.
NOTE
If KIT1C is not installed or keyed the following
steps are not required.
(14) Set the MODE 4 rotary switch to A. If the
external computer is used, set a code in it. Figure 3-4-1. AN/APX-100 Control Panel
(15) Set the MODE 4 AUDIO/LIGHT/OUT switch
to OUT.
3-4-4. GPS Zeroize Switch. (fig. 2-1-8)
(16) Hold the MODE 4 TEST/ON/OUT switch to
The GPS Zeroize switch is located on center instrument
TEST.b.
panel, right side of AN/APR-39AV(1) Indicator, and is
(1) If the computer is used, observe that the used to erase any crypto data and all navigational infor-
TEST GO indicator lights. If the computer is not con- mation stored in the GPS Receiver.
nected, observe that the TEST/MON/NO GO indicator This zeroize switch consists of a guarded toggle switch.
lights and the KIT STATUS indicator lights.
3-4-5. Normal Operation - GPS Zeroize Switch.
(2) Observe that the MODE 4 REPLY light and
CAUTION light (on a separate “panel”) do not light. NOTE
(3) Restore the MODE 4 TEST/ON/OUT switch Aircraft battery must be connected, or power
to ON for computer use, or to OUT if no computer is applied to aircraft.
used. a. Lift protective guard from zeroize toggle switch
and activate switch.
c. Stopping.
b. If GPS receiver is on, turn Data Switch to Stat.
(1) If code retention is desired: Observe message on Page 1, Line 2.

3-4-3
TM 1-1520-240-10
The message ZEROED indicates a successful attempt
to erase information stored in the GPS receiver.
The message ZERO FAIL indicates an unsuccessful at-
tempt to erase the information. The GPS receiver re-
mains classified.
c. An alternate method to zeroize the GPS receiver
is to use the C-11702/UR and GPS Control Unit keyboard
as follows:
Figure 3-4-2. Remote GPS Data Loader Receptacle/KYK-13 Fill Panel
3-4-4
(1) Select STAT page 1.
(2) Enter ZZ on line 4, and push Line Select Key
4.
(3) If ZEROIZED message is displayed on
STAT Page 1, Line 2, the GPS receiver is declassified.
(4) If ZERO FAIL message is displayed, zer-
oization was not successful and the GPS receiver re-
mains classified.

CHAPTER 4
MISSION EQUIPMENT
SECTION I. MISSION AVIONICS
4-1-1. Radar Signal Detecting, AN/APR-39(V)1.
The radar signal detecting set (RSDS) AN/APR-39A(V)1 is
a passive electronic warfare system that provides visual
and aural indications of the presence of and bearing to
active radar transmitters. The RSDS detects those pulse
radar signals usually associated with hostile fire control
radars in the H-J and MMW (millimeter wave) frequency
bands. The RSDS is the heart of the helicopter threat warn-
ing suite. It interfaces with the laser detecting set AN/
AVR-2, missile warning system AN/AAR-47, and radar
warning system AN/APR 44(V)3 to process, display, and
announce threats detected by those systems. The system
consists of the indicator on the center instrument panel (fig.
2-1-8), a digital processor located in the right aft avionics
pod, two video receivers (one at station 50, another at
station 605), four spiral antennas (hi–band) outside the
helicopter (Two at station 26, two at station 623), and a
blade antenna (lo-band) mounted on the bottom of the
fuselage at station 99. In addition, a separate AN/
APR-39A(V)1 volume control labeled audio on the cen-
tered console provides additional volume control capabili-
ties external of the ICS (fig. 4-1-2). The RSDS is powered
in the No. 2 DC bus through the ASE RADAR WARN circuit
breaker on the No. 2 PDP
a. The antenna-detector characteristics determine
the frequency range of the system. Each of the antenna-
detectors contain two spiral elements, one operating in the
H-J bands and operating in the MMW (millimeter wave)
region. Each of the spiral elements receive radio frequency
(RF) signals in their respective band and supply it to the
detector circuits. The detector portion of the antenna-de-
tector employs an elaborate set of filter banks that extract
the video (pulses) from the RF received in each band. The
resultant video outputs are then summed and provided as
a composite video signal to the appropriate video receiver.
b. Each video receiver has two video input chan-
nels and they serve the left and right antenna-detectors for
the corresponding forward or aft sector. The video receiver
supplies power to the antenna-detectors and amplifies the
detected video inputs from the antenna-detectors. Two vid-
eo outputs are then sent to the digital processor for signal
analysis. The video receiver also performs initiated built-in
test on command from the digital processor
TM 1-1520-240-10
c. The digital processor supplies 15 VDC operating
power to the two video receivers and superimposes a
self-test signal on the 15 VDC power line to the receivers
during RSDS self-test. The digital processor receives
video inputs from the video receivers and processes
them to determine signal parameters. These signal pa-
rameters include pulse repetition interval (PRI) pulse
with (PW), pulse spacing (PS), and signal strength. The
system does not provide center frequency resolution for
detected signals. It then compares these signals param-
eters to the threat library stored in the emitter identification
data (EID) files. If a match occurs, the digital processor
send the appropriate symbol data to the indicator and a
corresponding computer-synthesized voice warning mes-
sage to the helicopter ICS. If the received signal parame-
ters do not match a threat in the EID files, the processor
generates a symbol “U” to indicate an unknown threat. It
executes and evaluates the results of an IBIT routine, pro-
viding an indication of results on the indicator. Also, it pro-
cesses threat data inputs from the AN/AVR-2, AN/
APR-44(3), and AN/AAR-47 systems for display on the
indicator and annunciation over the ICS.
d. The blade antenna senses C/D lo-band RF and
routes it to the C/D band amplifier portion of the digital
processor. The RF signal is filtered, limited, and detected
by the C/D band amplifier with the resultant video being
analyzed for the presence of a threat in the C/D band.
This analysis occurs in conjunction with the hi-band sig-
nal analysis to determine the threat type and current
threat mode (scan. acquisition, track, launch, etc.)
e. The RSDS employs a removable user data module
(UDM) which is mounted in the digital processor. The UDM
contains the classified portion of the system operational flight
program (OFP) and the classified emitter identification
data(EID) files. The EID files contain the threat library which
includes threat signal parameters, threat symbols, and
threat audio data. The UDM can be removed at the unit level
and reprogrammed to accommodate new and changing
threats. It allows the RSDS to be tailored to the specific
theatre of operation and/or current mission requirements.
Removal of the UDM from the digital processor declassifies
the RSDS.
4-1-1
TM 1-1520-240-10
NOTE
Threat symbols (except for U) shown on indi-
cator illustrations are for illustration purposes
only. Actual threat symbols are classified.
f. The indicator displays threat symbols corresponding
to threat signals detected and identified by the system.
Threat relative position from the helicopter is shown on the
indicator. Symbol position relative to the center of the indica-
tor shows the threats lethality. The highest priority threats
(most lethal) are shown nearest the center. The 12 outer
edge markings on the indicator graticule represent clock
positions relative to helicopter heading. The system displays
a maximum of seven threat symbols. If the number of
threats in the environment exceeds the number the system
can display, only the seven highest priority threats will be
displayed. If a detected threat cannot be identified as a
specific threat type, it is displayed as an unknown (symbol
U). Search radars and fire control radars operating in search
mode are displayed as strobes at the edge of the indicator.
The position of the strobe on the display represents the
relative bearing of the search radar from the helicopter. New
threats appear in boldface on the display. Threats that drop-
out of the environment are ghosted on the display for 10
seconds before being dropped. A ghosted symbol appears
as though drawn with a dotted line.
g. Threats are announced by voice messages over
the helicopter ICS. Either of the two voice message for-
mats can be selected using page 2 of the CDU ASE
control layer. RWR AUDIO 1 or normal (full message
format) selects full audio. RWR AUDIO 2 or terse (short-
ened message format) provides shorter audio messages
and reduces the audio clutter in dense signal environ-
ments. Both modes provide specific threat type or threat
position voice messages.
h. When dense signal environments cause the sys-
tem to operate in a degraded (less sensitive) mode, the
system informs the operator by flashing the plus (+) sym-
bol on the RSDS indicator and the voice message
“Threat Detection Degraded” will be heard over the ICS.
When the system sensitivity returns to normal, the plus
(+) symbol in the center of the RSDS indicator stops
flashing and the voice message “Threat Detection Re-
stored” will be heard over the ICS.
4-1-2
i. The RSDS, LDS, and MWS all execute periodic
built-in-test (PBIT) routines during normal operation to
verify operational status with the results of these tests
being reported to the digital processor. Failures of PBIT for
these three systems are indicated by the presence of an “F”
replacing the plus (+) symbol in the center of the RSDS
indicator. The “F” informs the operator that one or more of
the systems has failed at least some portion of their respec-
tive PBIT routines. This prompts the operator to perform
initiated built-in-test (IBIT) to determine what system(s) has
failed and the extent of the failure(s)..
j. IBIT may be selected by the operator. If the RSDS
interface circuitry within either RTU fails the self-test, the
RWR TEST FAIL advisory is displayed on the MFD.
Faulty receivers are shown on the indicator as blinking
symbols and the voice message “APR-39 Failure” will be
heard over the ICS. If the test is good, the voice message
“APR-39 Operational” will be heard over the ICS. The
RWR FAIL caution is displayed if the RSDS interface
circuitry within both RTU’s fails while in its normal operat-
ing state. Self-test of the laser detecting set (LDS) and
the missile warning system (MWS) are incorporated in
the RSDS self-test.
k. The system interfaces with the Interference
Blanker Unit (IBU) in an attempt to prevent other aircraft
systems, which operate in the same approximate fre-
quency range, from interfering with it. The lo-band portion
of the RSDS is blanked by the IBU when either the IFF
transponder system or the TACAN system is transmitting.
The hi-band portion of the system is blanked by the IBU
when the radar altimeter system, radar beacon transponder
system, multimode radar system, pulse radar jammer sys-
tem, or the CW radar jammer system is transmitting. This
blanking is accomplished to prevent the possible detection
of false threats as a result of interference induced by these
systems. Because the RSDS is a passive system, it does
not provide any input to the IBU for the potential blanking of
other systems.

Figure 4-1-1. Radar Signal Detecting Set Indicator
4-1-2. CONTROLS AND FUNCTION, RADAR SIGNAL
DETECTING SET INDICATOR
CONTROLS/ FUNCTION
INDICATOR
MA Lamps Not used in the AN/
APR-39A(V)1 system.
BRIL Control Sets indicator display
brightness. Turn clock-
wise to increase bright-
ness. Adjust for best
readable display of plus
(+) symbol.
MA Lamp Switch Not used in the AN/
APR-39A(V)1 system.
TM 1-1520-240-10
CONTROLS/ FUNCTION
INDICATOR
Plus (+) Symbol Displayed in the center of
indicator during operation
and self-test. Plus (+)
symbol flashes to let
operator know when the
system is operating in a
dense signal environment
and threat detection is
degraded.
Tick Marks The 12 outer edge
markings on the indicator
graticule, represent clock
positions relative to
aircraft heading.
Threat Symbol Typical Threat
4-1-3
TM 1-1520-240-10
NOTE
The concentric circle is a reference mark only
and is not a range marking.
4-1-3. Controls and Function, Radar Signal Detect-
ing Control.
CONTROLS/ FUNCTION
INDICATOR
PWR Switch Two position switch. At ON,
power is applied to set. Set
is operational after 1-minute
warmup.
TEST Switch Switch is spring-loaded to
off. When pressed, the self
test function is enabled.
Figure 4-1-2. Radar Signal Detecting Set Control
4-1-4. Normal Operation — Radar Signal Detecting
Set.
This paragraph provides radar signal detecting set oper-
ating procedures.
CAUTION
To prevent damage to the antenna detec-
tors (when operating) never operate the
AN/APR-39A(V)1within 60 yards of ground
based radars or within six yards of air-
borne radar antennas. Operating the sys-
tem closer than these limits may damage
the antenna detectors. Allow an extra mar-
gin for new, unusual, or high-powered ra-
dar transmitters.
CAUTION
Excessive indicator display brightness
may damage the CRT. Set indicator BRIL
control for readable display.
4-1-4
CONTROLS/ FUNCTION
INDICATOR
MODE Switch Two position switch. Selects
synthetic voice message for-
mat. Mode 1 (up) selects
normal message format.
Mode 2 (down) selects terse
(abbreviated) message for-
mat. Mode 2 reduces audio
distractions when operating
in dense signal environ-
ments.
AUDIO When turned clockwise, the
audio output of the set is in-
creased.
a. Starting.
(1) PWR switch — ON. Allow 1 minute for war-
mup – Check for synthetic voice message “APR-39
POWER UP”.
(2) BRIL control — adjust display of (+) symbol
(3) MODE switch — Select MODE 1 (up) for
normal messages. Select MODE 2 (down) for terse (ab-
breviated ) messages.
b. Self-test check.
NOTE
SYSTEM SELF–TEST provides a four step
test of system functions. A complete system
self-test is initiated any time the test button is
pressed. The complete system self test runs
in less than 30 seconds. The following is a
description of the system functions.
(1) TEST - As follows:
(a) MODE switch — Set position 1 (up)
(b) TEST switch — Press.
A synthetic voice long count is performed. The audio
message “SELF-TEST, SET VOLUME 1, 2, 3, 4, 5, 6, 7,
8, 9, 10, 11, 12” will be heard on the ICS.
A display of two numbers which represent the installed
software revision on the indicator; one number (OFP-Op-
erational Flight Program) at the top and one number
(EID-Emitter Identification Data) at the bottom (fig.

4-1-3). Check OFP and EID numbers are correct for the-
ater or mission.
Performs the Receiver and AN/AVR-2 status display.
See figure 4-1-4 for normal indicator displays, and faulty
indicator displays.
Performs a test on the synthetic voice status messages.
A no fault detected during test will end with message
APR-39 OPERATIONAL” any fault detected will end with
message “APR-39 FAILURE”, which will be heard over
the ICS.
Performs the plus (+) symbol display status. The plus (+)
symbol will be displayed, centered within the small circle
on the indicator, anytime the symbol is operational.
Figure 4-1-3. Radar Signal Detecting Set (OFP and
EID VERSION DISPLAY)
(c) MODE switch — MODE 2 (down),
(d) TEST switch — Press.
Performs the synthetic voice short count. Listen to syn-
thetic voice message and adjust volume. Mode 2 short
count is: “SELF-TEST SET VOLUME 5, 4, 3, 2, 1”.
(2) The following fault display conditions are on
the result of a bad self test and will result in an audio
message “APR-39 FAILURE” over the ICS.
TM 1-1520-240-10
(a) If a receiver fault is noted, faulty receiver
is shown as two triangles, (fig. 4-1-4) representing right
and left video channel (s) will be flashing.
(b) A faulty C/D band amplifier in a proces-
sor is shown as a flashing square centered on indicator
display ( fig. 4-1-4).
(c) The Laser Detecting Set (LDS)(AN/
AVR-2) status is displayed along with the receiver status.
A faulty LDS quadrant is shown as a flashing asterisk.
LDS faults do not cause an audio message “APR-39
FAILURE”, heard over the ICS.
(d) If LDS is not installed, all four quadrants
(asterisks) will flash.
(3) Operating In A Dense Signal Environment.
(a) When a dense signal environment is de-
tected, the plus (+) symbol on the Radar Signal Detecting
Set (RSDS) indicator will flash, and the voice message
“THREAT DETECTION DEGRADED” will be announced
over the ICS.
(b) Position mode switch to mode 2 (terse
mode). When the plus(+) symbol stops flashing, the
voice message “THREAT DETECTION RESTORED”
will be announced over the ICS.
4-1-5. Countermeasure Set (AN/ALQ-156).
The Countermeasures Set (AN/ALQ-156) detects the
approach of anti-aircraft missiles, and signals the M-130
Flare Dispenser to launch flares to decoy the missiles
from the helicopter. The set consists of a control unit on
the console, a receiver-transmitter in the electronics
compartment, two antennas on the bottom of the fuse-
lage, and two caution light capsules on the master cau-
tion panel. The set alternately applies pulsed signals to
the two antennas which radiate the signals about the
helicopter. A missile approach is detected by the fre-
quency shift of the transmitted signals echo returned
from the missile. Any echo is received during the interval
following each pulsed transmission. Built-in-test-equip-
ment monitors system operation. If a malfunction is de-
tected, the system is disabled and the CM INOP caution
capsule on the master caution panel will come on. Also,
if enemy jamming or interference from other counter-
measures sets is detected, the set will automatically shift
to a clear channel. The set receives AC electrical power
from the No. 2 AC bus through the MSL DET SYS circuit
breaker on the No. 2 PDP. The set receives DC power
from the No. 2 DC bus through the MSL DET SYS circuit
breaker also on the No. 2 PDP.
4-1-5
TM 1-1520-240-10

Figure 4-1-4. Radar Signal Detecting Set Indicator (Self Test Displays)

4-1-6

4-1-6. Controls and Indicators, Missile Detector Set
(AN/ALQ-156). (fig. 4-1-5)
CONTROLS / FUNCTION
INDICATOR
POWER OFF/ON At ON, power is applied to
set. The switch is locked at
ON. Signals radiate after the
normal warmup period is
completed.
STBY Indicator Light Lights when switch is de-
on STATUS Switch pressed and system is in
standby operation.
Amber Warmup Cau- Lights when power is ap-
tion Light on STATUS plied to set and remains on
Switch until operating temperatures
are reached.
FLARE TEST Switch Simulates launch command
signal to flare dispenser.
CM INOP Caution When lit indicates the set
Light (on caution pan- has failed and the helicopter
el) is without countermeasures
protection.
CM JAM Caution Lights when system detects
Light (on caution pan- mutual interference from
el) nearby countermeasures
sets or enemy jamming.
Figure 4-1-5. Countermeasures Set Control Panel (AN/ALQ-156)
TM 1-1520-240-10
4-1-7. Normal Operation; Countermeasure Set.
WARNING
An accidental flare launch can occur when
Flare Dispenser System is armed (control
switch at ARM) and the Countermeasure
Set is operating (CM caution and indicat-
ing lights off). A flare launch will also oc-
cur is the FLARE TEST switch on the
countermeasures control panel is opera-
ted. Arm these systems only in cases
where a launched flare will not cause inju-
ry or property damage.
WARNING
During operation, the AN/ALQ-156 anten-
nas radiate radio-frequency energy. This
energy may cause burns to personnel
near the antennas. Be sure ground per-
sonnel are at least 6 feet from the anten-
nas when the control switch is at ON.
a. Starting.
(1) MSL DET SYS circuit breakers on No. 2
PDP — Check in.
4-1-7
TM 1-1520-240-10
WARNING
The system requires a 10-minute warm-up
prior to operation. To ensure automatic
system operation when required, be sure
the set is operational and all caution and
indicator lights are out prior to entering
hostile areas.
(2) POWER control switch – ON
(3) Warm-up light – ON, allow 10 minutes for
warm-up. At the end of warm-up period, the warm-up
light will be shut off.
b. ECM operation.
(1) Status switch — Push for standby operation
or release to commence automatic protection.
(2) CM JAM caution light — Check OUT.
(3) CM INOP caution light — Check OUT. If cau-
tion light is on, the set has malfunctioned and the helicop-
ter is without countermeasure protection.
(4) STATUS switch – Push for standby operation
when countermeasures protection temporarily is not re-
quired and/or accidental flare launch is a danger (LZ/PZ
operations).
(5) POWER switch – OFF when countermea-
sures protection is no longer required (EOM).
WARNING
If countermeasures set has been off for
less than 5 minutes and further operation
is required, the warm–up indicator light
may go out immediately (or within some
interval less than the normal 10 minute
warmup period) after the power switch is
set to on. If this occurs, it is mandatory
that the system be operated in STBY for at
least 1 minute. Failure to observe this re-
quirement can result in a false alarm
(launch) and/or transmitting frequency in-
4-1-8
stability resulting in interference with oth-
er countermeasures sets.
4-1-8. Flare Dispenser M-130.
The Flare Dispenser M-130 (fig. 4-1-6) will dispense up
to 30 decoy flares as a countermeasure to infrared seek-
ing missiles. The externally mounted dispenser is con-
trolled by a DISP CONT control panel on the console and
six firing switches. Two cockpit firing switches are pro-
vided, one on each pilot’s control stick grip. Four hand-
held crewmember firing switches are installed in the cab-
in area. Flares can also be automatically fired by firing
commands from the countermeasure set (AN/ALQ-156)
if the set detects a missile approach. A timer in the cabin
provides a 2.5 second delay between firing pulses re-
gardless of firing switch position. A ground safety relay,
controlled by a landing gear proximity and a safety pin
manually installed into the dispenser, prevents firing
flares when the helicopter is on the ground. The system
is powered by the No. 1 DC bus through the CHAFF
circuit breaker on the No. 1 PDP.
NOTE
Although the control panel, dispenser, and
circuit breaker are marked CHAFF or have
CHAFF (C) selector positions, chaff cannot
be dispensed at this installation.
4-1-9. Dispenser Control Panel.
The DISP CONT panel is installed in the center console. The
panel contains the ARM SAFE switch, ARM indicator light,
RIPPLE FIRE switch, FLARE counter, and counter setting
knob. The panel also includes a MAN-PGRM switch and
CHAFF counter, which are not used in this installation.
4-1-10. Dispenser Status Panel.
The dispenser status panel (fig. 4-1-6) provides an indication
of safety relay operation and system arming. It also allows
the landing gear safety switch to be bypassed for ground
testing of the dispenser system. The panel is on the left side
of the cabin at sta 534.
4-1-11. Controls and Function, Flare Dispenser Sys-
tem (M-130) (fig. 4-1-6)
CONTROLS/ FUNCTION
INDICATOR
ARM/SAFE Switch At SAFE, the system is not
powered. At ARM, the sys-
tem is powered, provided
the safety pin is removed
from the electronic module
and the ground safety relay
is energized. (Helicopter air-
borne or remote bypass
switch on remote test panel
is at BYPASS.)

CONTROLS/ FUNCTION
INDICATOR
ARM Indicator Light Red PRESS-TO-TEST
warning light indicates, when
lit, that ARM SAFE switch is
at ARM, safety relay is
closed, and safety pin is not
installed in electronic mod-
ule.
FLARE Counter Two digit counter displays
number of flares remaining in
the dispenser. The number of
flares loaded is set manually,
using the knob directly below
the counter.
RIPPLE FIRE Switch Guarded two-position switch
allows rapid emergency ejec-
tion of all remaining flares.
CHAFF Counter Not used in this installation.
MAN/PGRM Switch Light intensity controlled by
caution panel DIM/BRT SW.
Dispenser Status (fig. 4-1-6)
Panel
READY TO FIRE Amber light comes on when
Light system is armed and ready to
fire. Light receives power
through timer and will go out
for 2.5 seconds after flare
launch.
LDG GR SW STATUS Green light comes on when
Light ground safety relay is
deactivated. The safety relay
is deactivated when the
helicopter is airborne or
bypassed via the LDG GR
SW BYPASS switch.
LDG GR SW BYPASS Red light, when lit, indicates
Light that the ground safety relay is
bypassed
(NORMAL/BYPASS switch is
at BYPASS).
NORMAL/BYPASS Guarded switch. At BYPASS,
Switch the landing gear safety switch
is bypassed. Switch normally
used to test system prior to
installing flares.
Cyclic Stick FLARE Pushbutton switch on side of
DISP Switch each cyclic stick. Fires a flare
each time when pressed.
Hand Held Firing Located in forward and aft
Switched (4) cabin sections. When
pressed, a single flare is fired.
TM 1-1520-240-10
WARNING
1. Dispenser Assembly.
a. Selector switch — Set to F.
b. Safety pin — Remove and stow.
c. Flares — Note quantity installed.
2. Dispenser Status Panel.
a. LDG GR SW BYPASS switch — NOR-
MAL Cover down.
b. Indicator lights — PRESS -TO-TEST.
3. Cabin hand held firing switches — Check
connected and secured in holder.
4. Cockpit Control Panel.
a. RIPPLE FIRE switch — Cover down.
b. ARM/SAFE switch — SAFE.
c. FLARE counter — Set to amount of
flares in dispenser.
4-1-12. Normal Operation — M-130 Flare Dispens-
er.
4-1-13. Preflight.
WARNING
An inadvertent flare launch can occur
when the Flare Dispenser System is
armed (control switch at ARM) and the
Countermeasures Set is operating (CM
caution and indicating lights off).
4-1-14. In-Flight Operation.
1. After liftoff, LDG GR SW STATUS advisory
light on remote test panel — Check on.
2. ARM/SAFE switch — ARM. Check ARM
warning light on.
3. READY-TO-FIRE light on dispenser status
panel — Check on.
4. ECM set — ON. Allow 10 minutes for war-
mup. The ECM set will monitor the area
around the helicopter for missiles and auto-
matically fire flares when missiles are de-
tected.
NOTE
The flare dispenser can be safely observed
from the cabin through the filtered glass win-
dow on the left side of the helicopter above the
ramp at sta. 575.
4-1-9
TM 1-1520-240-10
5. If the ECM set is inoperative, proceed as
follows:
NOTE
The crewmember observing a missile launch
is responsible for firing the flares.
a. Missile threat — Actuate the dispensing
switch on the cyclic grip to fire flares or
chaff or press one of the four firing
switches in the cabin to fire flares. Fire
a total of three flares or hold button
down and timer will automatically space
firing interval.
NOTE
The flare dispensers will fire one flare each
time a button is pressed following the 2.5 sec-
ond time delay or at 2.5 second intervals if the
flare dispense button is held down. If the flare
fails to ignite, a second flare will automatically
fire within 75 milliseconds. If burning is still not
detected, a third flare will be fired. If all three
flares fail to ignite, automatic operation will
stop until one of the fire switches is again
pressed.
b. Announce over interphone that a mis-
sile launch was detected and flares
have been fired.
c. If more than one missile launch is ob-
served, continue firing flares at 3-sec-
ond intervals until the helicopter is clear
of the threat.
4-1-15. Before Landing Check.
1. ARM-SAFE switch — Set to SAFE.
2. Indicator lights — Check that READY-TO-
FIRE and ARM lights are out.
4-1-10
4-1-16. After Landing Check.
1. Check that the LDG GR SW Status light
goes out.
2. Install the ground safety pin in the dispenser
electric module.
3. Remove and stow the crew firing switches.
4-1-17. Countermeasures Dispenser System, AN/
ALE 47. (fig. 4-1-6)
The AN/ALE-47 Countermeasures Dispenser System
(CMDS) provides the aircraft with protection from air-to-
air and surface-to-air heat seeking missiles. Modes of
operation are manual (five stored programs), semi-auto-
matic (operator/sensor activated), and automatic (opera-
tor/sensor activated). The CMDS is integrated with the
AN/ALQ-156 Missile Detection System to automatically
dispense expendables when a threat is detected by the
AN/ALQ-156 when in the AUTO or SEMI AUTO mode of
operation. The CMDS may be pre-programmed to re-
spond threat environments.
The CMDS is comprised of the following components: a
Digital Control Display Unit, (DCDU), a programmer, a
junction box, two sequencers, and four dispenser as-
semblies, each containing a payload module (maga-
zine). The system also contains a safety switch and a
Mission Load Verifier (MLV) interface port.
Power required to operate the CMDS is 28 Vdc, 2 amps
max in STANDBY and 7 amps for 20 milliseconds during
each squib ignition, is taken from the No. 1 DC Bus. The
three circuit breakers for the CMDS are found on the
EAPS 1 PDP labeled DC ALE47. Power for the DCDU is
taken through a 5 amp CB labeled DCDU. Power re-
quired to jettison expendables is taken through two 10
amp CBs labeled PWR NO. 1 SEQ and NO. 2 SEQ.
 TM 1-1520-240-10

Figure 4-1-6. Flare Dispenser System (Sheet 1 of 2)

4-1-11
TM 1-1520-240-10

Figure 4-1-6. ALE 47 Flare Dispenser System (Sheet 2 of 2)

4-1-12
 TM 1-1520-240-10

4-1-18. Controls and Function, Countermeasures CONTROLS/ FUNCTION

Dispenser System (AN/ALE-47 (fig. 4-1-6) INDICATOR

CONTROLS/ FUNCTION AFT (off) Jettison function deacti-

INDICATOR vated.
DCDU: Dispense Annuncia- Displays status
tor: READY/NO-GO
MODE Switch
OFF Off mode. Remove power
from DCDU. All functions dis- Input sensor enable/inhibit switches:
abled except Jettison.
RWR Not used.
STBY Standby mode. Applies pow-
er to DCDU to enable BIT, MWS Enables/inhibits missile
reprogramming, inventory, detection system sensor dis-
and jettison. pense input.
MAN Manual mode. Enables JMR Not used.
manual dispensing of ex-
pendables.
SEMI Semi-automatic mode. En- Input sensor inhibit indicators:
ables manual dispensing of RWR Not used.
expendables and automatic
dispensing when threat has MWS Indicates missile detection
been detected by the system sensor input has
ALQ-156 without operator been inhibited.
action.
JMR Not used.
AUTO Automatic mode. Enables
manual dispensing of ex-
pendables and automatic Payload enable/inhibit switches:
dispensing when threat has
been detected by the 01 Enables/inhibits payload 01.
ALQ-156 without operator
02 Enables/inhibits payload 02.
action.
BYP Bypass mode. Expendables CH Not used.
dispensed directly by pilot or FL Enables/inhibits payload FL.
copilot using cyclic grip
FLARE DISP switches, by- ENT/BIT switch With MODE switch is in
passing the programmed STBY, the ENT/BIT switch
values stored in the Missile allows operator to initiate
Data File. self-test (BIT).
MANUAL Switch
1, 2, 3, 4 Selects one of four manual Payload enable/inhibit indicators:
dispense programs for use Illuminated indicates payload is inhibited. Not illumi-
when MODE switch is in nated indicates payload is enabled.
MAN.
O1 Indicates payload O1 is in-
PRG Program mode. Enables hibited.
manual dispensing of ex-
pendables. O2 Indicates payload O2 is in-
hibited.
JETTISON switch
CH Not used.
Forward (on) Dispenses all expendables
with safety switch removed if FL Indicates payload FL is in-
weight off wheels. hibited.

4-1-13
TM 1-1520-240-10
Figure 4-1-7. AN/ALE-47 Countermeasures Dispenser System (CMDS)
4-1-19. The AN/ALE-47 Programmer.
The AN/ALE-47 programmer, located at STA 355 in the
left side of the cabin, is the central processing unit for the
CMDS and provides the interface between the DCDU
and the four flare dispensers via two sequencers. The
programmer receives input data from the AN/ALQ-156
missile detection system, processes it to determine the
appropriate dispense response, and sends fire com-
mands to the sequencers when CMDS is in Auto or Semi
Auto mode of operation.
The software program within the programmer that man-
ages all communications, operations, and calculations is
called the Operational Flight Program (OFP). The pro-
grammer also contains the Mission Data File (MDF)
which is user-programmable and contains data elements
that enable the CMDS to be configured to specific pay-
load types, dispense sequence, and dispense quantities.
The OFP and MDF are loaded into the programmer using
Mission Load Verifier (MLV) via the MLV interface port
located in the cabin at station 359 overhead.
4-1-20. AN/ALE-47 Sequencers.
There are two AN/ALE-47 sequencers installed in the aft
cabin at station 547 buttline (BL)40L and station 543
BL40R. The sequencers receive payload type and fire
commands from the programmer over the Sequencer
Data Link (SDL). The sequencers select the dispenser
with the appropriate payload and send high power im-
pulses to the dispenser(s) and magazine to dispense the
programmed expendable. The sequencers also detect
magazine type, monitor the remaining inventories in the
magazines, and detect payload misfires. This informa-
tion is sent to the programmer via the SDL. Each se-
quencer also performs internal BIT. Sequencer NO. 1
controls the two dispensers (1 and 3) on the LH side of
the aircraft, and sequencer NO. 2 controls two dispens-
ers (2 and 4) on the RH side of the aircraft.
4-1-14
4-1-21. AN/ALE-47 Safety Switch.
A safety switch located at station 518 BL50L is installed
in the CMDS to provide a safeguard against inadvertent
dispensing of expendable. When the safety pin is
installed in the safety switch, squib power (28 Vdc) to the
sequencers is interrupted, inhibiting dispensing expen-
dables. The safety switch provides ground to the AN/
ALE-47 squib power relay (located in the AN/ALE-47
junction box at station 410 BL22.5L) when safety pin is
removed allowing squib power to the sequencers for dis-
pensing expendables.
4-1-22. Dispenser Assemblies.
Four flare dispenser assemblies are mounted in pairs on
the LH and RH sides of the aft fuselage. Each dispenser
assembly consists of a housing and a breech plate. The
breech plate provides interface for the payload module
and routes firing and polling pulses from the sequencers
to the payload squibs.
4-1-23. Payload Module Assemblies.
The payload module assemblies are mounted on the
dispenser assemblies. Each payload module assembly
consists of a payload module (magazine), and an EMI
(HERO) gasket/breech plate. The payload modules can
hold up to 30 expendable cartridges which are loaded
and installed in the dispenser assemblies prior to the
mission.
The payload modules are capable of being loaded with
3 types of expendables; XM211, XM212 and M206. They
use either the M796 or BBU-35/B cartridge.

4-1-24. Normal Operation.
WARNING
Keep all expendables impulse cartridges
(located inside the base of the expend-
able), away from fire and high temperatu-
res. Each cartridge generates an extreme-
ly high gas pressure and temperature if
accidentally fired. Impulse cartridges
must be handled with extreme care or inju-
ry to personnel could result.
Ensure safety pin with streamer is
installed in the safety switch when the he-
licopter is parked to prevent accidental fir-
ing of expendables, possibly resulting in
injury to personnel. Remove safety pin
only to perform authorized tests or imme-
diately before takeoff.
The CMDS is capable of automatic or manual dispensing
of expendables. Selecting SEMI or AUTO mode enables
automatic dispensing of expendables when the AN/
ALQ-156 missile detection system senses a missile ap-
proaching and MWS switch on the DCDU is on. Expend-
able cartridges are manually dispensed using the FLARE
DISP button on the pilot’s or copilot’s cyclic grip or by
using any of the four hand-held crew dispense switches
located in the cabin at station 200 and 400 BL47 left and
right. Dispensing of expendables is inhibited when the
aircraft has weight on the wheels (WOW); safety pin in
AN/ALE-47 safety switch; squib power circuit breakers
are pulled (out). CMDS operation is as follows:
WARNING
Jettison mode will dispense flares with
mode switch in the OFF position if the
safety pin is removed from the safety
switch and landing gear proximity switch
indicates no ground contact or if the land-
ing gear status panel’s landing gear
switch is in bypass.
WARNING
Prior to turning on power to the system,
ensure that the safety pin is installed in the
AN/ALE-47 safety switch to prevent the in-
advertent dispensing of expendables.
NOTE
The AN/ALQ-156 should be turned on and in
standby mode prior to applying power to the
CDMS.
TM 1-1520-240-10
1. Safety pin — Installed in AN/ALE-47 safety
switch, streamer visible.
2. Set DCDU switches as follows:
a. JETTISON switch — Aft (switch guard
closed).
b. MANUAL switch — 1, 2, 3, or 4 as re-
quired.
NOTE
The CMDS takes five seconds to warm up
when turned on. No dispensing is possible
during warm-up. The system performs BIT
during power-up and displays GO or NO-GO
with a momentary illumination of the DIS-
PENSE READY advisory on the DCDU. The
DCDU then displays the Operational Flight
Program (OFP), followed by the Mission Data
File (MDF) version number (#XXXX), then the
number of loaded expendables (flares) is dis-
played.
c. MODE switch — STBY.
d. O1, O2, CH, and FL inhibit switches —
Off (Indicator light not illuminated).
e. RWR, JMR, and MWS inhibit switches
— Off (Indicator light not illuminated).
f. AN/ALE-47 lighting control potentiome-
ter (Misc. Control Panel) — Adjust
DCDU LED display illumination as re-
quired.
WARNING
A countermeasure dispense may be initi-
ated if BIT is initiated with DCDU power on,
the safety pin removed from the safety
switch, the aircraft in a weight off wheels
condition, and either squib power circuit
breaker in.
3. Observe the following on the DCDU:
a. DISPENSE READY and NO-GO lights
illuminate.
b. The four segments above each pay-
load enable switch illuminate all pixels.
c. The following appears in the sixteen
character display of the DCDU:
(1) Current version of the OFP and
MDF.
(2) CMDS pilot’s fault list (PFL), if a
fault has been detected.
(3) Payload inventory O1, O2, and FL
displays current inventory.
4-1-15
TM 1-1520-240-10
d. BIT checks and reports system status
in one pass if expendables are installed
in all four dispensers. If only one maga-
zine is installed, BIT must be initiated
each time the magazine is moved to a
different dispenser, or a new magazine
is installed.
NOTE
Faults detected during BIT are stored in the
DCDU programmer memory. NO-GO indi-
cates the system has detected a fault which
must be corrected prior to resuming CMDS
operation. Maintenance must be performed
to correct the fault prior to clearing the
memory.
e. To clear a fault indication from memory
after maintenance has been per-
formed, momentarily press ENT/BIT
switch. If no other faults are identified,
system inventory will be displayed.
4-1-25. Flight Operations.
WARNING
Missions in a threat environment require
the AN/ALE-47 Countermeasure Dispens-
er System to loaded with Advanced In-
frared Counter-measures Munitions (AIR-
CMM) flare combination. The dispenser is
divided into 3 zones and each zone is
loaded with 10 of the same type flares. A
correctly loaded dispenser will have an
equal number of M206, XM211 and XM212
Aircraft Countermeasure Flares. This
combination provides optimal counter-
measure capability. Deviations from this
AIRCMM flare combination will signifi-
cantly reduce countermeasure capability
and increase aircrew vulnerability to In-
frared (IR) missile threats. Aircraft shall
not be flown into threat environments with
any combination of flares other than this
AIRCMM flare solution unless authorized
by the unit commander. Failure to comply
could result in death or injury to personnel
or damage to equipment.
Follow all procedures carefully. All coun-
termeasure expendables can cause injury
and serious damage to equipment.
4-1-16
CAUTION
The DCDU MODE switch should be placed
to OFF or STBY for takeoffs and landings.
Additional safeing of the system would in-
clude inserting the safety pin in the safety
switch located in the aft cabin at station
518 BL50L.
1. AN/ALE-47 safety switch pin — Removed.
2. DCDU switches — Set as follows:
a. MODE — MAN, SEMI, or AUTO as re-
quired.
b. MWS switch — ON (if AUTO dispense
of expendables is desired).
c. O1, O2, CH. and FL switches — ON. As
required (Indicator lights not illumi-
nated).
NOTE
Current programming enables AUTO and
MAN dispense of expendables while in SEMI
mode when MWS switch is ON.
d. To initiate flare dispense, after MODE
switch is set to MAN, SEMI, or AUTO,
press FLARE DISP switch on the pilot’s
or copilot’s cyclic grip or press any of
the four hand-held crew dispense
switches located in the cabin at station
200 and 400 left and right.
e. MANUAL switch — Set to any program
1 through 4, as required.
f. To dispense using manual program 6
(not selected o the DCDU), set MODE
switch to MAN; Manual switch in any
position; and press any of the four crew
dispense switches in the cabin at sta-
tion 200 and 400 left and right.
CAUTION
If jettison is attempted and no expend-
ables jettison, set JETTISON switch to
OFF, and reset CMDS system by turning
the DCDU MODE switch to OFF, then to
STBY, MAN, SEMI, or AUTO. Reattempt jet-
tison by setting JETTISON switch to ON.
3. Jettison is inhibited with safety pin installed
in safety switch.
4. If an in-flight emergency is evident and pay-
load jettison is required: JETTISON switch
— Raise switch guard, set switch to ON. All
expendables should jettison.
 TM 1-1520-240-10

4-1-26. CMDS Messages. symbols that will always be displayed: Airspeed, Altitude
(MSL), Altitude (pitch and roll), and Engine Torque (s). An
Below is a list of messages appearing on the CMDS
adjust mode, during operation is used to adjust baromet-
display:
ric altitude, pitch and roll. If the HUD system loses operat-
ing power after adjustments have been made, the baro-
DISPLAY MALFUNCTION
metric altitude, pitch and roll must be readjusted. The
OFP MDF# None system self test is divided into power-up and operator
JETTISON ON Jettison switch on initialized built-in-test (BIT) and infight (BIT). The system
built-in test (BIT) is initialized during power-up or se-
PROFAIL GO BYP Loss of programmer lected by the operator. Part of the BIT is a periodic test
AUTOFAIL GO MAN Not used that is performed automatically along with normal system
BUMP FAIL Not used operation. A failure of the SDC, pilot’s DU, or copilot’s DU
will illuminate the CCU FAIL light and display a FAIL
AUTO DEG Not used message on the DU. When a fail message is displayed
PROGAFIL GO BYP Loss of SDL on the DU, the operator should acknowledge the failure
and rerun BIT to confirm the fault. 26-volt AC to operate
CDU FAIL GO BYP DCDU failure the HUD system is taken from the No. 1 INSTXFMR
CH ENAB SW FAIL Loss of chaff inhibit through the HUD REF circuit breaker on the No. 1 PDP
FL ENAB SW FAIL Loss of flare inhibit DC power for the system is taken from the ESSENTIAL
bus through the HUD SYS circuit breaker also on the No.
O1 ENAB SW FAIL Loss of OTHER 1 inhibit 1 PDP.
O2 ENAB SW FAIL Loss of OTHER 2 inhibit
RWR ENAB SW FAIL Loss of RWR inhibit
4-1-28. Controls and Function, Converter Control
JETT FAIL Loss of remote jettison switch
Unit. (fig. 4-1-8)
MAN FAIL CH PROG Loss of DCDU PRGM switch
MAN FAIL1-4 FAIL Loss of manual dispense
SEQ# FAIL Sequencer failure CONTROLS/ FUNCTION
INDICATOR
SEQ# INV DEG Payload polling problem
SEQ# BYP DEG Bypass dispense problem CPLT Three position toggle switch
BRT/DIM Switch spring loaded to off. When
SEQ# JETT FAIL Loss of bypass jettison placed to BRT or DIM position
SEQ# OP FAIL Sequencer safety failure momentarily, copilots display
will increase or decrease
4-1-27. Heads Up Display (AN/AVS-7) System. brightness (when held,
displays will go full bright or
The Heads Up Display (HUD) System (fig. 4-1-8) serves full dim).
as an aid to pilots using the AN/AVS -6 (ANVIS) during
DSPL POS D/U/ Copilot’s control for display
night flight operations. The system allows the pilot and
L/R position down/up (outer
copilot to receive flight data without viewing the instru-
ment panel. Instrument data is applied to the system, knob) and left/right (inner
processed for display, and superimposed over the AN- knob).
VIS image. The set consists of the Converter Control Unit MODE 1-4/DCLT Three position toggle switch
(CCU) on the console, the Signal Data Converter (SDC) spring loaded to off. Changes
on the avionics shelf, an inclinometer and air data trans- the copilot’s primary mode
ducer both located on the avionics shelf, a HUD control and/or primary mode’s
switch on the pilot’s/copilot’s THRUST CONT (control) declutter display.
lever, and the Display Unit (DU), consisting of the Optical
Unit (OU) and Power Supply Calibration Unit (PSCU). PLT Three position toggle switch
The CCU selects pilot/copilot programming which allows BRT/DIM Switch spring loaded to off. When
the pilot and copilot to select information for their respec- placed to BRT or DIM
tive display modes from a master set of symbols. The position momentarily,
pilot and copilot can independently program up to eight copilot’s display will increase
display modes, four normal and four declutter, which can or decrease brightness
be selected for display. Declutter can be used when less (when held, display will go
symboling is needed. The declutter mode has four vital full bright or full dim).

4-1-17
TM 1-1520-240-10
CONTROLS/ FUNCTION
INDICATOR
DSPL POS D/U/ Pilot’s control for display
L/R position down/up (outer
knob) and left/right (inner
knob).
MODE 1-4/DCLT Three position toggle switch
Switch spring-loaded to off. Changes
the pilot’s primary mode
and/or primary mode’s
decluttered display. refer to
paragraph 4-1-36 for detailed
procedures.
ADJ/ON/OFF Switch Three position switch. Selects
adjust mode, enabling the
INC/DEC switch to
adjust,altitudes, pitch or roll.
Turns power on/off to HUD
system.
FAIL Light Illuminates to indicate a
system failure.
ON Light Illuminates to indicate when
system is powered up.
P-PGM/OP/CP-PGM Three position switch. Selects
Switch pilot program mode,
operational mode or copilot
program mode. Used with the
PGM NXT/SEL switch.
BIT/ACK Switch Thee position toggle switch
spring-loaded to off. Placed to
BIT momentarily, selects
built-in-test. Placed to BIT
position and held, changes
display to symbol generator
test mode until switch is
released. When placed to
4-1-18
CONTROLS/ FUNCTION
INDICATOR
ACK, used to acknowledge
displayed fault, completion of
adjustment, or completion of
programming sequence. After
ACK is used to acknowledge
a fault, fault will not appear
until BIT is selected or power
is cycled off and on.
ALT/P/R DEC/INC Thee position toggle switch
Switch spring-loaded to off. Active
when adjust mode is selected
to decrease/increase
altitude/pitch/roll. When
adjusting altitude (MSL)
momentary movement of
DEC/INC switch will change
data in 5 ft increments. When
DEC/INC switch is held for
one second, data will change
in 10 ft increments. Pitch and
roll change in increments of 1
degree.
PGM NXT/SEL Thee position toggle switch
spring-loaded to off. Active
when program mode is
selected. Operator can
preprogram four normal
modes and four declutter
modes. Operator selects
flashing symbol for display or
goes to next symbol. Once
complete, operator toggles
ACK switch to save
programmed display. To
program full display, use ACK
after changing to new mode.
 TM 1-1520-240-10

Figure 4-1-8. Heads Up Display AN/AVS-7

4-1-19
TM 1-1520-240-10

4-1-29. Controls and Function, Pilot/Copilot HUD
Control (THRUST CONT LEVER). (fig. 4-1-8)
CONTROLS/ FUNCTION
INDICATOR
BRT/DIM Allows pilot/copilot to control
brightness of their respective
displays.
MODE/DCLT Allows pilot/copilot to select
respective display modes or
declutter modes.
EYE SELECT Selects the proper orientation
of the symbology for left or
right eye viewing.
4-1-30. Modes of Operation.
a. Pilot programming — Switch set to P-PGM.
b. Copilot programming — Switch set to CP-PGM.
c. Operation (flight mode) — Switch set to OP. (Ad-
just — ADJ/ON/OFF switch to ADJ).
4-1-31. Display Modes.
Symbology display modes are programmable by the pilot
and copilot via the converter control unit located on the
console. Modes are defined by selecting from a master
symbology menu (fig. 4-1-9). Up to eight (8) display
modes, four normal and four declutter can be pro-
grammed for each user and can be selected for display
using the display mode selection switch on the pilot or
copilot thrust control lever or on the CCU. The default
declutter mode has a minimum symbology display of:

There are two programming modes and one operational Airspeed - No. 25
mode for the HUD system selected by the programming Altitude (MSL) - No. 7
switch on the CCU. The adjust mode is a sub-mode Attitude (pitch and roll) - Nos. 5, 6, 20, 26
under the operational mode. Engine Torque(s) - No. 22, 23

Figure 4-1-9. CH-47D HUD Master Mode Symbology Display (Sheet 1 of 3)

4-1-20
 TM 1-1520-240-10

No. Symbol Source Range/Description

1 Angle of Pitch Scale HUD System "30_ (10_ units, tic marks flash when angle of pitch is
u"30_)
2 Bearing to Waypoint - Doppler 0 - 359_ (cursor will invert “V” when aircraft is moving away
Pointer from the waypoint)
3 Compass Reference HUD System 0 - 359_ (10_ units)
Scale
4 Aircraft Heading Fix HUD System Fixed Reference Mark
Index
5 Angle of Roll - Pointer Vertical Gyro, Co- "30_ (right turn moves pointer to right, pointer flashes
pilot u"30_)
6 Angle of Roll - Scale HUD System "30_ (10_ units)
7 Barometric Altitude Air Data Trans- -1500 to 20,000 feet (set during adjustment mode)
(MSl) ducer
8 Adjust/Program Mode HUD System ADJ or PROG
Message
9 OK/FAIL HUD System OK or FAIL
10 Velocity Vector Doppler 0 - 15 knots/15 kilometers, 0-359_
11 Rate of Climb Pointer Air Data Trans- "2000 feet-per-minute (used with vertical speed scale, No.
ducer 15)
12 Radar Altitude (AGL) - Radar Altimeter, 0 - 1000 feet (0 - 200 feet, 1 foot units; 200 -1000 feet, 10
Numeric Pilot feet units; disappears above 999 feet, and reappears below
950 feet)
13 Minimum Altitude Radar Altimeter, Blinking square around symbol - No. 12, set on pilot’s radar
Warning Pilot altimeter (use low set index)
14 Radar Altitude (AGL) Radar Altimeter, 0 - 200 feet (disappears at 250 feet, reappears at 225 feet;
Analog Bar Pilot digital readout symbol, No. 12)
15 AGL Vertical Speed - HUD System 0 -200 feet/"2000 feet-per-minute
Scale
16 HUD Fail Message HUD System CPM, SDR, SDA, PS, PDU, CPDU, NAV, PGM; can be
cleared from the display by selecting “ACK” (See NOTE)
17 Trim (Slide Ball) Inclinometer "2 balls (left/right)
18 MST, MEM, HOOK Master Caution MST, MEM, HOOK; cannot be cleared from the display by
Messages Panel selecting “ACK”

NOTE: After ACK is used to acknowledge a fault, the fault will not reappear until BIT is selected or power is cycled
off and on.

Figure 4-1-9. CH-47D HUD Master Mode Symbology Display (Sheet 2 of 3)

Change 20 4-1-21
TM 1-1520-240-10

No. Symbol Source Range/Description

19 Sensor, Fire Warnings Light Plate Ass’y ATT (failure of copilot VGI), MSL, IAS, FIRE; ATT, MSL, and
Cockpit IAS can be cleared from display by selecting “ACK” (See
NOTE). FIRE cannot be cleared.
20 Horizon Line (pitch, Vertical Gyro, Co- Pitch: "30_ Roll: 0 - 359_
roll) pilot
21 Display Mode Number HUD System 1N - 4N for normal modes, 1D - 4D for declutter modes
22 Torque Limits Torque Transduc- (> 100%, solid box) (>123%, thresholds, solid box
er flashes)
23 Torque - Numerics Torque Transduc- 0 - 130% (flashes when engine torque separation is greater
er than 5% threshold) Max % torque split between cockpit pan-
el and HUD is 3%
24 Ground Speed Doppler 0 - 999 knots/ 0 -530 km/h (dependent on doppler)
25 Indicated Airspeed Air Data Trans- 0 - 220 knots (no symbol 00 knots and below, reappears at
ducer 02 knots)
26 Attitude Reference In- HUD System Represents helicopter
dicator
27 Engines Temperature Thermocouple 0 - 999_C (0 - 755_C, 2_units; 776_C - 999_C, 1_units) Max
Amplifiers split between cockpit and HUD is "15_
28 Distance to Waypoint Doppler 0 - 999.9 km
29 Bearing to Waypoint - Doppler 0 - 359_
Numeric

NOTE: After ACK is used to acknowledge a fault, the fault will not reappear until BIT is selected or power is cycled
off and on.

Figure 4-1-9. CH-47D HUD Master Mode Symbology Display (Sheet 3 of 3)

4-1-32. Operation. housing. Do not tighten OU clamp com-

4-1-33. Starting Procedure.
1. ADJ/ON/OFF switch - OFF.
2. Optical unit support clamps — Installed on
ANVIS. Verify clamps can be rotated.
NOTE
Check surface of lense for cleanliness. Clean
in accordance with TM 11-5855-300-10.
3. DU lens — Check.
WARNING
pletely with thumbscrew at this time. The
OU (display) may have to be rotated to hori-
zon after the system is operating.
The helmet may now have to be rebalanced.
6. EYE SELECT switch on PSCU — L or R.
WARNING
CCU ADJ/ON/OFF switch must be OFF be-
fore connecting or disconnecting quick
release connector.

Failure to remove the ANVIS neck cord CAUTION

prior to operation of the HUD may prevent
egress from the aircraft in an emergency
and may result in serious injury or death.
4. ANVIS neck cord — Removed.
5. Optical unit - Install on ANVIS. Attach Opti-
cal Unit (OU) to either ANVIS monocular
The AN/AVS-7 system should not be used
if the quick-release connector is not in
working order.
7. PSCU — Connect. Connect PSCU to
quick-release connector by rotating the
connector engagement ring.

4-1-22

CAUTION
Keep the protective caps on the ANVIS
whenever it is not in use. Operate the AN-
VIS only under darkened conditions.
NOTE
Ensure ANVIS operator procedures have
been completed.
8. P-PGM/OP/CP-PGM switch — OP.
NOTE
The system ON and FAIL lights will not be
visible if the center console lights are turned
off.
9. ADJ/ON/OFF switch — ON. SYS ON and
FAIL lights illuminated and BIT will initiate
automatically.
10. FAIL light — Check. Light should go out
after ten seconds. BIT is complete.
NOTE
Allow 1 minute for display warmup. Display
intensity is preset to low each time ADJ/ON/
OFF switch is set from OFF to On.
If a fault is displayed in the DU, acknowledge fault and
re-run BIT to confirm fault. If the fault remains notify
AVUM personnel.
11. BRT/DIM switch — As desired.
12. DSPL POS control — As required. Center
display in field of view.
13. Display aligned to horizon — Check. Tight-
en OU clamp.
4-1-34. Operator Self Test (BIT).
1. BIT/ACK switch — Press to BIT and hold.
The ON and FAIL LIGHT will illuminate. At
end of BIT, FAIL indicator will extinguish
(lamp will not be visible when center con-
sole lights are off).
2. Display Units(s) — Verify symbol generator
test mode software for CH-47 (figure 4-1-9).
TM 1-1520-240-10
3. BIT/ACK switch — Release.
4-1-35. Displayed System Faults.
The system self test is divided into power-up or operator
initialized built-in-test (BIT) and in-flight BIT. The faults
result as warnings and messages that blink at a rate of
two per second in the Display Units.
Part of the BIT is a periodic test that is performed auto-
matically along with normal system operation. This BIT
monitors and/or tests SDC functions and/or signals. A
failure of the SDC, NAV signals, pilot’s DU, or copilot’s
DU will illuminate the converter control FAIL light and
display a FAIl message CPM, SDR, SA, PS NAV, PDU or
CPDU on the Display Unit. An ATT (gyro invalid), IAS
(indicated air speed out of range), or MSL (MSL altitude
out of range) sensor failure warning message will be
displayed when condition exists. ATT, IAS, MSL, NAV,
PDU, CPDU, and all SDC faults can be cleared by setting
BIT/ACK switch to ACK.
The following helicopter status messages are also dis-
played.
1. The caption MST (first priority) indicates
operation of the mater caution warning
lamp. This message will disappear during
the reset of the main warning lamp opera-
tion.
2. The caption MEM (second priority) indi-
cates that the doppler data is not updated.
A previous computed data is available. This
message will appear simultaneously with
the MEM lamp on the doppler operating
panel.
3. The caption HOOK (third priority) indicates
the selected cargo hook has been opened
in the helicopter. The message will appear
after the reset of the master caution warning
light when any of the cargo hooks have
been opened.
Setting BIT/ACK switch to ACK will not clear MST, MEM,
HOOK status messages, or FIRE warning from the DU.
4-1-23
TM 1-1520-240-10
Figure 4-1-10. Symbol Generator Test Mode
4-1-36. Programming Procedures.
NOTE
The programming procedure for the pilot and
copilot is identical except for the location of
controls on the CCU.
1. Select mode to be programmed (1N
through 4N). The first mode that will appear
is “1N” (Normal Mode 1).
2. P-PGM/CP-PGM/OPR switch — P-PGM or
CP-PGM.
3. ”PROG” blinking in display — Check. Verify
that a complete set of symbology is dis-
played and attitude reference symbol is
blinking. Verify “PGM” is displayed in the
HUD FAIL message location for the DU not
being programmed.
4. BIT/ACK switch — ACK to program the full
display or go to step 5 and select desired
symbols.
4-1-24
5. PGM SEL/NXT control — SEL to select
symbol. Selected symbol stops blinking. If
symbol is not desired, toggle switch to NXT
and the symbol will disappear.
NOTE
All symbols have been programmed when the
“PROG” annunciator is the only symbol flash-
ing.
6. BIT/ACK switch — ACK. (Hold switch to
ACK for one second.)
7. ”OK” displayed — Check. (”OK” will be
displayed for two seconds.)
NOTE
If programming is not accepted, “FAIL” will be
displayed. If a fail message is displayed, at-
tempt to reprogram the same mode, if fail re-
appears notify maintenance.
Declutter mode is recognized by flashing
ground speed indicator in lieu of attitude refer-
ence symbology.

8. MODE 1-4/DCLT switch — DCLT (1D
through 4D). The first DCLT mode that will
appear is “1D” (Declutter Mode 1).
NOTE
If MODE 1-4/DCLT switch is toggled to DCLT
a second time the display will cycle back to the
DCLT’s normal mode (1N-4N). The MODE
1-4/DCLT switch must be set to MODE 1-4 to
advance to another normal mode.
9. Repeat steps 4 through 7, for declutter.
10. Mode 1-4/DCLT switch — As required.
11. Repeat steps 4 through 10 until all desired
modes are programmed.
12. P-PGM/CP-PGM/OP switch — OP.
WARNING
An improperly adjusted barometric altim-
eter will result in an improperly set HUD
barometric altitude display.
NOTE
Barometric altimeter set to the most current
altimeter settings, field elevation.
4-1-37. Adjustment of Barometric Altitude, Pitch,
and Roll.
1. Ensure P-PGM/OP/CP-PGM switch is in
the OP position.
2. ADJ/ON/OFF switch — Pull and set to ADJ.
NOTE
Changes to barometric altimeter settings will
require a corresponding change to the HUD
barometric altitude. Each 0.01 inch change in
pressure equals 10 feet.
3. ADJ blinking in display — Check.
4. INC/DEC switch — As required for BARO
ALT.
5. BIT/ACK switch — ACK.
6. Repeat steps 3 through 5 for pitch and roll.
7. ADJ/ON/OFF switch — ON.
TM 1-1520-240-10
4-1-38. In-flight Operation.
WARNING
Whenever the symbology displayed in the
DU is suspected of being incorrect the pi-
lot will compare the data with the aircraft
instrument indicator and take appropriate
action.
WARNING
Excessive brightness of the symbology
display may impair vision outside the
cockpit.
WARNING
Interruption of electrical power, such as
change over from APU generator to NO. 1
and NO. 2 generators and vice versa, will
cause DU to default to minimum bright-
ness and normal MODE 1N. Any adjust-
ments made to the barometric altitude,
pitch and roll prior to flight will be lost,
thereby decreasing the accuracy of the
barometric altitude, pitch and roll.
1. BRT/DIM switch — As desired.
NOTE
Whenever the symbology is interfering with
the outside visibility, declutter may be se-
lected to remove symbology.
2. MODE 1-4/DCLT switch — As required.
4-1-39. System Shutdown Procedure.
1. Set ADJ/ON/OFF switch —OFF.
2. Turn off ANVIS.
WARNING
CCU ADJ/ON/OFF switch must be OFF be-
fore connecting or disconnecting quick-
release connector.
WARNING
Do not disconnect DU by pulling on the
cable connected to the PSCU. The DU
could be damage or the cable may sepa-
rate from the PSCU creating an explosive
atmosphere hazard.
4-1-25
TM 1-1520-240-10
WARNING
Do not attempt to egress the aircraft with-
out performing disconnect as this may re-
sult in neck injury.
CAUTION
Do not disconnect DU by pulling on the
cable. To do so may damage the DU.
3. Display Unit — Disconnect. Disconnect DU
by gasping the PSCU and rotating the
quick-release connector engagement ring
and pull downward. Remove OU by loosen-
ing thumbscrew on OU and remove OU
from the ANVIS and place into protective
storage case.
4. Reattach neck cord to ANVIS.
4-1-26
4-1-40. Emergency Egress.
The quick-release feature allows you to exit quickly from
the aircraft in an emergency without:
a. Damaging or turning the unit off.
b. Getting tangled in cords.
c. Being restrained in the cockpit by hardwired con-
nections.
d. Removing ANVIS.
It is up to the operator to determine the desired mode of
disconnect based upon his evaluation of the emergency
condition and whether or not the ANVIS goggles will be
needed following egress. The available means of discon-
nect are as follows.
e. Release the ANVIS goggles from the helmet.
f. Disconnect the OU from the ANVIS goggles via
the thumbscrew.
g. For routine disconnect, take hold of PSCU and
rotate the quick-release connector engagement ring and
pull downward.
h. For emergency disconnect, take hold of PSCU
pull down.

SECTION II. ARMAMENT
4-2-1. Armament Subsystems
The armament subsystems, (fig. 4-2-1) are the M24, and
M41 machine guns installed in the cabin door, cabin es-
cape hatch, (M24) and on the ramp (M41). The two flex-
ible 7.62 mm machine guns (M60D) (fig. 4-2-2) are free
pointing but limited in traverse, elevation, and depression
by cam surfaces, stops on the pintles, and pintle posts of
the left and right mount assemblies (fig. 4-2-3). Spent
cartridges are collected by an ejection control bag on the
right side of the machine gun, and an ammunition can is
on the left side (fig. 4-2-4).
4-2-2. Machine Gun.
The 7.62 machine gun (M60D) is a link-belt-fed gas-op-
erated air-cooled automatic weapon. Refer to TM
9-1005-224-10.
4-2-3. Mount Assemblies (M24).
The mount assemblies (fig. 4-2-5) are installed on
mounting brackets fastened inside the helicopter and
secured with mounting pins.
4-2-4. Machine Gun Controls.
For information on the operation and maintenance of the
M24 and M42 machine gun systems, refer to TM
9-1005-224-10 and 9-1005-262-13.
WARNING
To prevent injury to personnel, the cock-
ing handle must be returned to the forward
or locked position before firing.
WARNING
Pressing the trigger to release the bolt ac-
complishes feeding and releasing of the
firing mechanism. Unless firing is in-
tended, make sure the machine gun is
cleared of cartridges before pressing the
trigger.
CAUTION
To prevent damage to the cartridge tray
when no ammunition is in the machine
gun, retard the forward force of the re-
leased bolt by manually restraining for-
ward movement of the cocking handle.
TM 1-1520-240-10
4-2-5. Mount Assembly Stops, Cams, Quick-Re-
lease Pin, and Shock Cord (M24).
The mount stops, cams, quick-release pin, and shock
cord have the following functions:
a. Maximum traverse (table 4-2-1) of the machine
gun are controlled by stops on both sides of the cam on
the pintle post.
b. Maximum elevation and depression are con-
trolled by cam surfaces on the pintle.
c. The quick-release pin (fig. 4-2-5 is attached by
cable to the mount bracket of the mount and fastens the
mount bracket to the rear bracket at the helicopter open-
ing.
d. The shock cord (fig. 4-2-6) is fastened to the
mount bracket and to the machine gun when stowed.
4-2-6. Operation — Armament Subsystem M24.
Operate the ARMAMENT SUBSYSTEM M24 as de-
scribed in the following paragraphs.
4-2-7. Preflight Checks.
The preflight check consists of the following:
1. Machine Gun M60D — Check to make sure
that gun is thoroughly cleaned and lubri-
cated, operable, and secured on the pintle
with the quick-release pin (fig. 4-2-9).
2. Ejection control bag (fig. 4-2-7) — Installed
and securely latched.
3. Ammunition can (fig. 4-2-8) — Installed on
machine gun and loaded.
4. Safety — Push button to safe (S) position,
aim at clear area, and try to fire the un-
loaded machine gun.
5. Mount — Secured and checked for free
pintle movement.
6. Extra ammunition boxes — Properly
stowed.
4-2-8. Before Takeoff Check.
1. Check the weapon safety is on — (S) posi-
tion.
2. Inspect the chamber to be sure it is clear.
3. Close the cover and secure the machine
gun in stowed position.
4-2-1
TM 1-1520-240-10

Table 4-2-1. Armament Subsystem M24 Data

Effective range 1100 meters (max) Depression and elevation lim-

its:
Rate of fire 550-650 rnds per
min Left side maximum depres- 67_30_
Length, overall 44.875 in sion

Sighting Aircraft ring and post Left side maximum eleva- 7_30_
type tion
Total traversing capability - left 122_ Right side maximum de- 73_
side pression
Total traversing capability - 127_ Right side maximum eleva- 7_
right side tion

4-2-2
 TM 1-1520-240-10

Figure 4-2-1. Armament Subsystem

4-2-3
TM 1-1520-240-10
Figure 4-2-2. Machine Gun M60D
4-2-9. Inflight Operation. Inflight operation con-
sists of the following:
Inflight operation consists of the following:
1. Preparation for firing.
a. Check the machine gun to see that it is
secured with a quick-release pin on the
pintle (fig. 4-2-9).
b. Check the machine gun for freedom of
movement in elevation, depression,
and traverse.
4-2-4
c. Load the linked cartridges into the ma-
chine gun.
NOTE
Inspect the linked cartridges to make sure
they are securely positioned in the links.
NOTE
The pilot will alert the gunners when there is
need to fire the machine gun.
2. Firing.
With the machine gun loaded and aimed, push the safety
button to fire (F) position. Because of the low rate of fire,

single cartridges or short bursts can be fired. The trigger
must be completely released for each shot to fire single
cartridges or to interrupt firing. When the ammunition is
exhausted, the last link will remain in the cartridge tray.
Remove the link and the end plug by hand after the cover
is opened for loading.
CAUTION
Do not fire the M24 machine guns unless
the ejection control bags are installed.
Failure to install the bags before firing the
machine guns could cause the brass and
links to be ejected overboard and ingested
into the engines if engine screens are re-
moved.
CAUTION
The M24 machine guns are not to be fired
unless the RRPM is at minimum beep or
higher.
TM 1-1520-240-10
3. After Firing Operation.
a. Ensure the bolt is locked to the rear and
the weapon is placed on safe. Open the
feed tray cover and remove any rounds,
links or end plug. Point the weapon sys-
tem in a safe direction. Close the feed
tray cover. Place the weapon in FIRE
and ride bolt forward.
b. Retract the bolt by pulling the handle
fully rearward until the sear engages
and then push the handle to forward
position. Move the cover latch rearward
to the horizontal position and then raise
the cover. Remove the linked car-
tridges.
c. Inspect the chamber to be sure it is
clear.
d. Close the cover and secure the ma-
chine gun in stowed position.
4-2-5
TM 1-1520-240-10

Figure 4-2-3. M24 Mount

Figure 4-2-4. Ammunition Can and Ejection Control Bag

4-2-6
 TM 1-1520-240-10

Figure 4-2-5. Right Machine Gun Mount — Installed

Figure 4-2-6. Machine Gun Stowed on Right Mount

4-2-7
TM 1-1520-240-10

Figure 4-2-7. Ejection control Bag — Installed

4-2-8
 TM 1-1520-240-10

Figure 4-2-8. Ammunition Can — Installed

4-2-9
TM 1-1520-240-10
4-2-10. Ammunition.
The M60D machine gun is used for M24 and M41 arma-
ment subsystems. The ammunition for 7.62 mm machine
gun M60D is classified as small arms ammunition and is
issued in linked belts. Issue is in proportion by types to
meet tactical requirements (table 4-2-2).
Table 4-2-2. Authorized Cartridges
7.62-millimeter: AP, NATO M61
7.62-millimeter: Ball, NATO M59
Figure 4-2-9. Machine Gun Positioned on Pintle — Left Side Shown
4-2-10
Table 4-2-2. Authorized Cartridges (Continued)
7.62-millimeter: Ball, NATO M80
7.62-millimeter: Tracer, NATO M62
7.62-millimeter: Dummy, NATO M63
4-2-11. Armament Subsystem M41.
Armament subsystem M41 is installed at the rear edge
of the ramp. The mount has a pintle and post with limiting
cam surfaces similar to those on armament subsystem
M24 mount assembly. The machine gun, ammunition
can, and ejection control bag are the same as those on
armament subsystem M24.
 TM 1-1520-240-10

NOTE
If the bracket must be installed, be sure to center it along
the rear edge of the loading ramp.
4-2-13. Mount Assembly Stops, Cams, Quick-Re-
lease Pin, and Elastic Cord (M41).
The mount stops, cams, quick-release pin, and elastic
cord have the following functions:
a. Maximum traverse, elevation, and depression of
the machine gun M60D are controlled by cam surfaces
and stops on the pintle and the pintle post (table 4-2-3).
b. The quick-release pin, attached by cable to the
rear of the mount, secures the mount to the ramp (fig.
4-2-10).
c. The elastic cord is fastened to the mount and the
machine gun when holding it in a stowed position.

Table 4-2-3. Armament Subsystem M41 Data

Effective range 1100 meters (max)

Rate of fire 550-650 rnds per min.
Length, overall 44.875 in.
Sighting Aircraft ring and post type
Total traversing capability 94_
Figure 4-2-10. M41 Mount — Installed on Ramp Elevation 12_30’
Depression 69_

4-2-12. Mount Assembly (M41). 4-2-14. Operation — Armament Subsystem M41

The mount is positioned on the lugs of the ramp bracket Operation of the armament subsystem M41 is the same
and is secured with a quick-release pin (fig. 4-2-10). as operation of the M24.

4-2-11/(4-2-12 blank)

SECTION III. CARGO HANDLING SYSTEMS
4-3-1. Winch/Hoist System.
A 3,000-pound-capacity hydraulically operated winch
(fig. 4-3-1) is mounted on the floor in the right forward
cabin at sta 120. Hydraulic power to operate the winch is
supplied by the utility hydraulic system. The winch (fig.
4-3-2) has 150 feet of usable 1/4 inch cable. It is capable
of winching up to 12,000 pounds of cargo with the aid of
pulley blocks. When used in hoisting mode (fig. 4-3-9),
the load is limited to 600 pounds. The winch has two
maximum reeling speeds: one for cargo loading (20 fpm)
and one for hoisting (100 fpm). When the winch is used
for cargo loading, a selector control lever on the cable
drum housing is moved to CARGO. When the winch is
used for hoisting the selector control lever is moved to
RESCUE. A mechanical braking devise automatically
locks the cable drum when power is off, preventing loss
of load control through cable payout. If the winch cable
load exceeds 3,200 pounds, an overload switch will au-
tomatically stop the winch. The free end of the winch
cable is equipped with a metal ball which locks into one
end of the quick-disconnect devise that is used to attach
hooks to the cable. Both ends of the cable are painted red
for 20 feet to alert the operator that the cable end is
approaching. In CARGO mode, the winch will automati-
cally stop when the cable is reeled out 150 feet, and at
3 feet when the cable is reeled in. In RESCUE mode, the
winch will stop when the cable is reeled out 150 feet and
at 28.5 feet when the cable is reeled in.
4-3-2. Winch Controls.
The winch can be controlled from the cockpit by switches
on the overhead switch panel (fig. 4-3-3) or from the
cargo compartment by switches on the winch/hoist con-
trol grip. The switches in the cockpit override the
switches on the control grip, enabling the pilot to assume
control of the hoisting operations in an emergency. When
operating from the cargo compartment, the winch-hoist
control grip can be plugged into a receptacle on the auxil-
iary control panel (fig. 4-3-4) at sta 95, the hoist operators
panel at sta 320 (fig. 4-3-8), or the receptacle at sta 502
(fig. 4-3-5) by an extension cord. The winch can also be
manually operated from the cabin. These controls are for
emergency use only. The controls are mounted on the
structure in the heater compartment. Instructions for
manual operation of the winch are on the structure above
the control valves and instructions in this section. Electri-
cal power to operate and control the winch is supplied by
the 28-volt No. 1 DC bus through two circuit breakers on
the No. 1 PDP. These two circuit breakers are marked
HOIST CABLE CUTTER and HOIST CONT.
TM 1-1520-240-10
NOTE
The cable cutter arming devise must be
plugged into the receptacle on the auxiliary
control panel at sta 95 (fig. 4-3-4) and the
cable speed selector lever must be at CAR-
GO to complete the winch control circuit for
cargo operations. The cable cutter arming de-
vise must be plugged into the receptacle on
the overhead above the utility hatch (fig.
4-3-6) and the cable speed selector lever
must be at RESCUE to complete the hoist
control circuit for hoisting operations.
a. Winch control switched (overhead switch pan-
el).
(1) Hoist master switch. A toggle hoist master
switch is on the hoist control panel (fig. 4-3-3). The switch
(labeled HOIST MSTR) has positions marked REMOTE,
OFF, and PLT. When the switch is at REMOTE, electrical
power from the 28-volt No. 1 DC bus, through the HOIST
CONT circuit breaker, energizes the winch arming switch
on the winch/hoist control grip. Once this switch is
pressed, the winch cable switch, also on the grip, is ener-
gized, allowing the winch reeling speed to be controlled
at the hoist operator’s station. When the master switch is
at PLT, electrical power energizes the hoist control switch
on the overhead switch panel, which gives the pilot con-
trol of the hoisting system. When the switch is at OFF,
power is removed from the hoist control switches at both
stations.
(2) Hoist control switch. A spring-loaded, rheo-
stat-type switch is provided for hoist control and is on the
hoist control panel. The switch (labeled HOIST) has posi-
tions marked OFF, IN, and OUT. When the hoist master
switch is at PLT, electrical power, from the 28-volt No. 1
DC bus through the HOIST CONT circuit breaker, ener-
gizes the hoist control switch. Then the switch is moved
to IN or OUT, the hoist brake release solenoid valve is
energized open. The open valve applies hydraulic pres-
sure through the hoist control valve to the winch to turn
the cable drum in the appropriate direction. The speed of
the cable is proportional to hoist control switch move-
ment. When the switch is released, the switch assumes
the center OFF position. In addition, the brake release
solenoid valve is deenergized closed, which removes
hydraulic pressure to brake the cable drum.
4-3-1
 TM 1-1520-240-10
(3) Cable cutter switch. A cable cutter switch is
on the left side of the hoist control panel. The guarded
switch (labeled CABLE CUT) has positions marked ON
and OFF. When the switch is at ON, electrical power from
the 28-volt No. 1 DC bus, through the CABLE CUTTER
circuit breaker, detonates a ballistic cartridge in the cable
cutter which cuts the cable. When the switch is at OFF,
the cable cutter circuit is deenergized.
b. Winch control switches (fig. 4-3-7). A portable
pistol-shaped control grip contains a built-in microphone
switch and a number of other switches used in hoisting,
winching, and cargo hook operations. A receptacle for
plugging in the extension cord is in the butt end of the
grip. A hook extending from the side of the grip is used
to hang the grip in its stowed position on the hoist control
panel. The switches contained in the grip are as follows:
(1) Winch arming switch. The winch is armed
for use by a trigger-type, spring-loaded switch. When the
switch is pressed, a circuit closes, arming the control
circuits of the winch hydraulic motor. When the switch is
released, the circuit opens, rendering the winch inoper-
able
NOTE
The winch arming switch must be pressed to
operate the winch.
4-3-2
(2) Winch cable switch. Winch cable reeling is
controlled by a rotary switch on the left side if the control
grip. Action markings around the switch are IN, OFF, and
OUT. The switch is spring-loaded to center OFF position.
When the switch is moved to IN or OUT, a selector valve
in the winch hydraulic system is electrically actuated,
providing hydraulic pressure to turn the cable drum. The
speed of the cable is proportional to cable switch move-
ment in either direction.
(3) Cable cutter switch. A push button switch on
the upper shoulder of the control grip actuates the cable
cutter. A metal guard marked CABLE CUTTER prevents
accidental closing of the switch. When pressed, the
switch closes a circuit, providing electrical current to fire
a ballistic cartridge in the cable cutter. The firing propels
a cutter which cuts the cable.
(4) A cargo hook release switch.
(5) Microphone switch.
CAUTION
When using the microphone switch on the
hoist control grip, be careful not to press
the cargo hook switch.
 TM 1-1520-240-10

Figure 4-3-1. Winching System

4-3-3
TM 1-1520-240-10

Figure 4-3-2. Winch Capabilities (Sheet 1 of 2)

4-3-4
 TM 1-1520-240-10

Figure 4-3-2. Winch Capabilities (Sheet 2 of 2)

4-3-5
TM 1-1520-240-10

Figure 4-3-3. Hoist Control Panel Figure 4-3-5. Winching Receptacle (Station 502)

Figure 4-3-4. Auxiliary Control Panel (Station 95) Figure 4-3-6. Overhead Cable Cutter Receptacle

4-3-6

Figure 4-3-7. Winch/Hoist Control Grip
Figure 4-3-8. Hoist Operators Panel (Station 320)
4-3-3. Winch Operation.
With hydraulic and electrical power available, the winch
can be operated from the cockpit or from the cargo
compartment, in either the cargo mode (for winching car-
go into the cargo compartment via the ramp) or in the
rescue mode (for rescue or hoisting small cargo through
the rescue hatch).
TM 1-1520-240-10
a. Control settings and electrical connections for
operating the winch in the cargo mode from the cockpit
are as follows:
(1) Cable speed selector lever on the winch —
CARGO.
(2) Cable cutter arming device (or adapter
cable, pig-tail) — Plugged into the auxiliary control panel,
in the heater compartment at sta 95.
(3) Hoist master switch on the cockpit overhead
panel — PLT.
(4) Hoist control switch on the cockpit overhead
panel — OUT, OFF, or IN as required to control direction
and speed of cable.
b. Control settings and electrical connections for
operating the winch in the cargo mode from the cargo
compartment are as follows.
(1) Cable speed selector lever on the winch —
CARGO.
(2) Cable cutter arming device (or adapter
cable, pig-tail) — Plugged into the auxiliary control panel,
in the heater compartment at sta 95.
(3) Hoist master switch on the cockpit overhead
panel — REMOTE.
(4) Winch/hoist control grip — Plugged into ei-
ther the auxiliary control panel in the heater compart-
ment, sta 95, the hoist control panel, right side sta 320,
or the receptacle, left side sta 502.
(5) Winch arming switch on the winch/hoist con-
trol grip — Depress.
(6) Winch cable switch on the winch/hoist con-
trol grip — OUT, OFF, or IN as required to control direc-
tion and speed of the winch cable.
c. Control settings and electrical connections for
operating the winch in the rescue mode from the cockpit
are as follows:
(1) Cable speed selector lever on the winch —
RESCUE.
(2) Cable cutter arming device — Plugged into
the overhead receptacle above the rescue hatch.
(3) Hoist master switch on the cockpit overhead
panel — PLT.
(4) Hoist cable switch on the cockpit overhead
panel — OUT, OFF, or IN as required to control the direc-
tion and speed of the winch cable.
d. Control settings and electrical connections for
operating the winch in the rescue mode from the cargo
compartment are as follows:
(1) Cable speed selector lever on the winch —
RESCUE.
(2) Cable cutter arming device — Plugged into
the overhead receptacle above the rescue hatch.
4-3-7
 TM 1-1520-240-10
(3) Hoist master switch on the cockpit overhead
panel — REMOTE.
(4) Winch/hoist control grip — Plugged into the
receptacle on the hoist control panel, right side sta 320.
(5) Winch arming switch on the winch/hoist con-
trol grip — Depress.
(6) Winch cable switch on the winch/hoist con-
trol grip — OUT, OFF, or IN as required to control direc-
tion and speed of the winch cable.
e. Rigging and operating procedures for use of the
winch in the cargo mode are as follows:
(1) Using the hoist control switch on the cockpit
overhead panel or on the winch/hoist control grip — reel
out the winch cable as required for rigging. As the cable
is being reeled out, a crewman should maintain tension
on the cable to avoid snarling and kinking. After the cable
is extended, the usable cable length will be checked to
ensure that the cable is free of any broken strands or
definite bends that may reduce the cable capability.
CAUTION
Do not exceed 3,000 pounds single line
pull. Overload will result in the winch over-
load switch actuating to stop the winch.
(2) Remove the pulley from the pulley blocks by
removing the quick-release pins. Reeve the cable
through pulley as required to provide the required pull
and angle of entry (fig. 4-3-9 Sheet 1 of 2) for rigging
configurations for various loads. Install the pulley blocks
and secure them with the quick-release pins.
WARNING
The cable quick-disconnect cover guard
must be installed during all cargo opera-
tions. Otherwise, the hook assembly can
be inadvertently disconnected from the
winch cable which can result in serious
injury to personnel.
(3) Attach the winch cable to the cable hook
assembly by depressing the lock rings on each end of the
quick-disconnect device, inserting the ball ends of the
winch and hook assembly cables into the quick-discon-
nect device and releasing the lock rings. Install the quick-
disconnect cover guard.
(4) Attach the winch cable to the load.
4-3-8
WARNING
Personnel not required for the winching
operation must remain well clear of the
winch cable to prevent possible injury
should the cable break.
CAUTION
Slack must removed from the cable train
before applying the full load to the winch
system to prevent shock and overload of
the system.
(5) Reel the cable in slowly until all the slack in
the cable is removed. Then winch the load into the cargo
compartment to the desired position.
WARNING
Chock vehicles and wheeled cargo before
disengaging cable hook. Injuries to per-
sonnel can result from uncontrolled roll-
ing of the load.
(6) Reel out the cable slowly to provide slack in
the cable. The hook can either be left attached to the load
or disconnected. If the hook is disconnected, it should be
attached to a tiedown fitting to prevent in-flight vibrations
damage to the cargo floor.
f. Rigging and operating procedures for use of the
winch in the rescue mode as follows:
NOTE
The cargo hook assembly must be removed
from the rescue hatch.
(1) Using the hoist control switch on either the
cockpit overhead panel or on the winch/hoist control grip,
reel out the winch cable as required for rigging. As the
cable is being reeled out, a crewman should maintain
tension on the cable to avoid snarling and kinking. After
the cable is extended, the usable cable length will be
checked to ensure that the cable is free of broken strands
or definite bends that may reduce the cable capability.

CAUTION
Some pulley block assemblies have
flanges with cable retainer pins as shown
in fig. 4-3-9 (Sheet 1 of 2). These pins
should be installed only if the cable makes
a wrap angle of 180_ or more around the
pulley. Otherwise, the cable will bind on
the pins and overload the winch and cable.
When not in use, the pins and attaching
hardware should be stowed in the contain-
er provided for the hoist accessories.
(2) Install the pulley block assembly on the floor
at sta 140, the overhead on the aft face of sta 120 bulk-
head and the cable cutter pulley block over the rescue
hatch (fig. 4-3-9 (Sheet 2 of 2)).
(3) Reeve the cable through the pulley at each
location by first removing the quick-release pin, removing
the pulley and positioning the cable over the pulley. Rein-
stall each pulley and secure with the quick-release pin
(fig. 4-3-9 (Sheet 1 of 2)).
Figure 4-3-9. Hoisting System (Sheet 1 of 2)
TM 1-1520-240-10
WARNING
The quick-disconnect cover guard must
be installed during rescue and cargo op-
erations. Otherwise, the hook assembly
can be inadvertently disconnected from
the winch cable which can result in loss of
life or the load or serious injury to operat-
ing personnel. For personnel rescue, the
cable must touch the ground or water
prior to touching personnel or a danger-
ous static electrical shock may result.
(4) Attach the winch cable to the cable hook
assembly by depressing the lock rings on each end of the
quick-disconnect device, inserting the ball ends of the
winch and hook assembly cables into the quick-discon-
nect device and releasing the lock rings. Install the quick-
disconnect cover guard.
WARNING
Slack must be removed from the cable
train before applying the full load to the
winch system to prevent shock and over-
load of the system and possible injury to
the personnel being hoisted.
CAUTION
Ensure that the load is clear of the ground
and all obstacles before proceeding from
hover to forward flight. Do not exceed 600
pounds. An overload can result in damage
or failure of the support structure for the
overhead cable pulley.
(5) Reel the cable out and attach the cable hook
to load — Reel in or out as required.
g. When electrical power to the winch is not avail-
able, the winch may be operated in emergency mode as
follows:
CAUTION
When the winch is operated in emergency
mode, the cable limit switches are dis-
abled. To avoid kinking the cable, stop the
winch when there is no less than 3 turns of
cable on the drum. Stop reeling the cable
in when the quick-disconnect guard as-
sembly contacts the pulley and fairlead
(fig. 4-3-1).
(1) Remove electrical connectors from the hoist
control valve and hoist control shutoff valve on the left
bulkhead of the heater compartment (fig. 4-3-10).
4-3-9
 TM 1-1520-240-10
(2) Break the shear wire on the knurled knob of
the hoist control valve.
(3) Push in the plunger on the hoist control shut-
off valve and rotate it 90 degrees to lock the valve open.
(4) Turn the knurled knob on the hoist control
4-3-10
valve clockwise to reel the cable out or counterclockwise
to reel it in. Return the knob to the center (detent) position
to stop the winch.
(5) When use of the winch is completed, turn the
plunger on the hoist control shutoff valve to unlock and
extend it.
 TM 1-1520-240-10

Figure 4-3-9. Hoisting System (Sheet 2 of 2)

4-3-11
TM 1-1520-240-10
a. Cable Pulleys. A sufficient number of pulleys are
provided to permit routing the winch cable for winching
and hoisting operations. The pulleys are equipped with
snap-lock fasteners for attachment to tiedown fittings or
shackles as required.
b. Cable Hook. A 2-ton-capacity removable hook is
provided for use in winching and hoisting operations.
Extending from the hook is a length of 1/4 inch cable,
equipped with a metal ball which locks into a quick-dis-
connect device that is used for attaching the hook to the
cable. The full-swiveling hook contains a spring snap
lock to prevent opening of the hook and accidental loss
of cargo.
c. Quick-Disconnect Device. The quick-discon-
nect device permits rapid connecting and disconnecting
of winch cable hooks. The device consists of a short
length of steel with socket cavities at each end. The
sockets are enclosed by spring-loaded rings that rest
against flared rims in either edge of the device. The lock-
rings are depressed to admit the ball ends of the cables
into the sockets and snap into place when released, se-
curing the ball ends of the cables in a positive connection.
A guard is supplied with the quick-disconnect device.
When installed, it prevents the hoist operator from inad-
vertently operating the quick-disconnect device when
assisting a rescued person into the helicopter.
d. Cable cutter. In hoisting operations, there is al-
ways a possibility that the cable hook might snag, result-
ing in critical strain on the hoisting system and restriction
of helicopter mobility. The cable cutter provides a means
of quickly severing the snagged hook by cutting the
cable. The cable cutter consists of a housing, two follow-
er rollers that permit free travel of cable through the hous-
ing, a cutting shell, a ballistic cartridge, and a threaded
receptacle for electrical connector. The cutter housing is
split to allow reeving the cable and is bolted to a pulley
bracket through two holes in the housing. The cable cut-
ter is armed by coupling an arming device to the recep-
tacle in the cutter housing and plugging the device into
the receptacle above the utility hatch marked CABLE
CUTTER. The cable cutter cartridge is to be checked for
total time prior to any hoisting or rescue operations. The
cartridge should not be used after 8 years from date of
manufacture and should also be replaced after 1 year of
installed service life. Cartridges are considered over age
when either limit is exceeded.
Figure 4-3-10. Hoist Control Valve and Hoist
Control Shutoff Valve
WARNING

4-3-4. Winching Accessories. If personnel are in the cargo compartment

Accessories are provided for winching and hoisting op-
erations. Employment of these accessories is deter-
mined by winch usage. A compartment bag is attached
to the bulkhead wall above the winch for stowage of
winching accessories.
when a load is jettisoned, make sure that
they remain aft of the rescue hatch and
face away from the cable cutter. The hoist
cable can whip forward when it is cut and
particles can be ejected from the cable
cutter.

4-3-12

e. Cable Cutter Arming Device. The arming device
consists of an electrical wiring harness with electrical
connectors at either end. This device is used to arm the
cable cutter during hoisting operations. A connector at
one end of the device couples with the threaded recep-
tacle in the cable cutter; the connector at the other end
of the device plugs into a receptacle above the utility
hatch and is labeled CABLE CUTTER.
f. Extension Cord. A 15-foot extension cord is pro-
vided to allow mobility of the winch or hoist operator.
Electrical connectors at each end of the cord connect
with receptacles in the winch control grip and in the hoist
control panel. This cord is the only means of plugging in
power to the switches on the control grip.
g. Safety Harness. A safety harness is provided for
the hoist operator in operations involving the use of the
rescue hatch. The harness permits complete freedom of
movement while affording a measure of safety in pre-
venting the wearer from falling through the door opening.
The safety harness is attached to a fitting on the wall of
the cargo compartment near the hoist control panel or a
floor tiedown fitting.
4-3-5. Hoisting System.
The hoisting system (fig. 4-3-9) is used for air rescue and
for aerial loading of smaller general cargo through the
utility hatch. The hoisting system differs from the winch-
ing system only in the manner in which the cable is
reeved and the mode selected at the winch. Hoisting
operations require the winch cable to be reeved over-
head and the hoist load capacity to be limited to a maxi-
mum of 600 pounds. The winch cable hook is used for
hoisting operations together with the cable cutter which
provides for quick release of the paid out cable and hook
in event of emergency. On those aircraft provided with
pulley block assemblies having pins as shown in (fig.
4-3-9 Sheet 1 of 2), the following instruments apply:
When the hoisting system is reeved as shown in (fig.
4-3-9 Sheet 2 of 2), the pins and their retaining hardware
are to be installed only if the cable makes a wrap angle
of 180_ or more around the pulley. When not in use, the
pins and their retaining hardware are to be stowed in the
container provided for hoist accessories.
WARNING
To prevent dangerous electrical shock to
personnel being hoisted, the cable must
touch the ground or water prior to contact-
ing personnel.
4-3-6. Static Line Retriever.
A static line retriever is provided with the static line an-
chor cable (fig. 4-3-11). The retriever is used to haul static
lines into the helicopter at the completion of a paradrop
mission and can also be used to haul in a paratrooper
hung up on a static line. The static line anchor cable and
retriever are installed and operated as follows:
TM 1-1520-240-10
a. Install the anchor cable between sta 120 and
592.
NOTE
Do not allow the cable to sag more than 6
inches.
b. Plug the cable cutter into the auxiliary control
panel at sta 95 and move the speed selector on the winch
to CARGO.
c. Plug the winch control grip into the power recep-
tacle at sta 502 on the left side.
d. Reeve the winch cable through a pulley attached
to a 5,000-pound tiedown fitting at sta 140, buttline 20 left
and then through another pulley attached at sta 120.
buttline 18 left (fig. 4-3-11).
e. Reel out enough cable to allow the cable to rest
on the floor and out of the way of personnel. Attach quick-
disconnect and cover guard to the winch cable.
f. When the static lines are ready to be retrieved,
reel out additional cable and attach the retriever to the
winch cable. Reel in sufficient cable; then disconnect the
static lines from the anchor cable.
4-3-7. Triple Cargo Hook System.
Three external cargo hooks are provided for attaching
external cargo. The hooks can be used with a single load
on one hook, two hooks in tandem (forward and aft
hooks), or individual loads on three hooks. The tandem
hook configuration provides improved load stability at
higher airspeeds. With the triple hook system, up to three
loads can be deposited at different locations during a
single mission. The forward hook is at sta 249. The cen-
ter hook is at sta 331. The aft hook is at sta 409.
All hooks have normal release modes, emergency re-
lease modes, and manual release modes. Normal re-
lease mode can be controlled by both pilots or by the
hoist operator. Emergency release of all hooks can be
performed electrically by either pilot or manually by the
crew member.
CAUTION
Do not lift or rotate the center cargo hook
into the cabin area or allow the mid hook
to lay on the cargo floor or access door
panel during inspection or use. The exces-
sive tension placed on the triple emergen-
cy release cable housing assembly may
partially dislodge the housing and engage
or activate the forward and aft hook emer-
gency release mechanism. This may
cause an inadvertent release of loaded
forward and aft hook assemblies in flight.
4-3-8. Center Cargo Hook.
The position of the center cargo hook is such that the load
is suspended beneath the CG of the helicopter at sta 331.
4-3-13
 TM 1-1520-240-10
The hook assembly consists of a hook, hydraulic actua-
tor, and a release mechanism. The hook is suspended by
means of a beam which is mounted inside the rescue
hatch. This beam rotates within its mounting supports for
longitudinal swing. The hook pivots about its attachment
bolt for lateral swing. The cargo hook system is normally
operated hydraulically by pressure from the utility hy-
draulicsystem. In the event of a loss in utility system
pressure, the cargo hook can be opened pneumatically
or manually. The cargo hook contains a spring-tensioned
keeper which prevents accidental loss of cargo through
slippage of the sling rings. When not in use, the cargo
hook can be removed from the hatch since both the elec-
trical and hydraulic lines are equipped with quick-discon-
nectors or the cargo hook can be stowed. The cargo hook
and beam assembly must be removed for rescue opera-
tions through the hatch.
4-3-14
4-3-9. Center Cargo Hook Loading Pole.
WARNING
Make sure the ground cable is connected.
With the rotors turning, static potential be-
tween the helicopter and a load on the
ground can be as high as 40,000 volts.
A cargo hook loading pole (fig. 4-3-12) is provided for
picking up the sling loop of external cargo loads from
inside the helicopter. The loop is then placed on the cargo
hook by hand. The pole has a hook at one end and a
cable at the other end. The cable is attached to the fuse-
lage to prevent accidental loss of the pole when in use
and to provide a discharge path for static electricity.
When not in use, the pole is stowed on the lower right side
of the cabin at about sta 360.
4-3-10. Forward and AFT Cargo Hooks,
The forward and aft cargo hooks (fig. 4-3-14) are at-
tached to bottom centerline of the helicopter at sta 249
and 409. Unlike the center hook, these hooks are not
accessible to the crew in flight. Both hooks have electri-
cal normal
 TM 1-1520-240-10

Figure 4-3-11. Static Line Retriever System

4-3-15
TM 1-1520-240-10
Figure 4-3-12. Center Cargo Hook Loading Pole
(Typical)
and emergency release mechanisms. The normal mech-
anisms can be operated by either pilot or by the hoist
operator. In an emergency, both hooks can also be re-
leased from the cockpit through a dedicated emergency
release circuit or manually by the hoist operator. A
knurled knob on the side of each hook allows the hook to
be opened by a ground crewman. A spring-loaded keep-
er prevents accidental loss of cargo through slippage of
sling rings. Each hook has a hook-loaded sensor. The
sensor will close and light a hook loaded advisory light
when the hook load exceeds approximately 150 pounds.
Stops on the hook allow the hook to swing approximately
80_ between full forward and full aft and approximately
50_ full right to full left.
4-3-11. Cargo Hook Controls.
The cargo hook control can be operated from the cockpit by
a switch on each cyclic stick grip and switches on the over-
head panel (fig. 4-3-3). The hooks can be operated from the
cargo compartment by a switch on the winch/hoist control
grip (fig. 4-3-7) and switches on the hoist operators panel
(fig. 4-3-8). Normal power to control the cargo hook system
4-3-16
is supplied by the 28-volt DC bus, through the CARGO
HOOK NORM RELEASE PWR and CONT circuit breakers
on the No. 2 PDP. Power to operate and control the emer-
gency release is provided by the 28-volt essential bus
through the CARGO HOOK EMER RELEASE PWR and
CONT circuit breakers on the No. 1 PDP.
a. Cargo Hook MSTR Switch. The CARGO HOOK
MSTR (master) switch is on the CARGO HOOK panel
(fig. 4-3-3) of the overhead panel. The switch has three
positions marked ARM, OFF, and RESET. When the
switch is set to ARM, power is applied to the CARGO
HOOK RELEASE switches on the cyclic sticks and also
to the CARGO HOOK ARMING switch at the hoist opera-
tor’s station. OFF position is used to close the mid cargo
hook. RESET position is used to turn off the FWD, MID,
and/or AFT HOOK OPEN caution capsule(s).
b. CARGO HOOK SEL Switch. The CARGO
HOOK SEL (select) switch is on the CARGO HOOK pan-
el on the overhead switch panel. It is a five position rotary
switch marked HOOK SELECT. The switch positions are
FWD, MID, AFT, TANDEM, and ALL. The position of this
switch determines which hook or hooks open when the
CARGO HOOK RELEASE switch on either cyclic stick or
the hoist operator’s grip is pressed.
c. CARGO HOOK ARM Switch. A CARGO HOOK
ARM (arming) switch is on the hoist operator’s panel (fig.
4-3-8) in the cargo compartment. The hoist operator’s
control panel CARGO HOOK ARM switch has three
marked positions: ARM, RMTE (remote), and RESET.
When the cockpit CARGO HOOK MASTER switch is at
ARM, and the hoist operator’s switch is moved to ARM,
power is applied to the CARGO HOOK RELEASE
switch, on the winch/hoist control grip. When the switch
is at RMTE, power is removed from the CARGO HOOK
RELEASE switch and the cargo hooks can be operated
from the cockpit only. RESET position is used when the
pilot requests that the center cargo hook be closed from
the hoist operator’s station. When the switch is set to
RESET, the CARGO HOOK OPEN cautions will go out.
d. CARGO HOOK RELEASE Switches. A CARGO
HOOK RELEASE switch is on each of the following: the
pilot’s and copilot’s cyclic grip, and the winch/hoist con-
trol grip. Any one of these switches can be used to oper-
ate the cargo hooks. Each of these switches are the
momentary type. When either the pilot’s or copilot’s CAR-
GO HOOK RELEASE switch is pressed with the CARGO
HOOK MASTER switch at ARM, the hook or hooks se-
lected on the HOOK SELECT switch will open. The for-
ward and aft hooks will open, then close. The center
hook, if selected, will open and remain open until the
cargo hook MASTER switch on the overhead panel is set
to OFF or the cargo hook ARM switch on the hoist opera-
tors panel is set to RESET.
 TM 1-1520-240-10

Figure 4-3-13. Center Cargo Hook and Cargo Hook Release

4-3-17
TM 1-1520-240-10
Figure 4-3-14. Forward and Aft Cargo Hooks
CAUTION
The forward and aft hooks may fail to open
if the slings are slack when the release
solenoids are energized (a load of approx-
imately 20 pounds is required for open-
ing). The hooks can be opened by select-
ing the desired hook(s) and depressing
the release switch as the aircraft is lifted to
apply tension to the slings.
e. CARGO HOOK EMERG Switch. The emergen-
cy cargo hook release switch is on the CARGO HOOK
control panel. It is a guarded switch and it is labeled
EMERG REL ALL (emergency release all). The switch is
used to simultaneously open the three hooks, if an emer-
gency situation develops. The three hooks will open re-
gardless of CARGO HOOK MSTR or HOOK SEL switch
positions. Setting the switch to REL ALL, energizes an
emergency hook release relay. The relay then energizes
release solenoids in the forward and aft hooks and a
solenoid valve in the center hook. The solenoid valve in
the center hook releases the aircharge stored in the low-
er half of the hydraulic actuator, transferring the charge
to the upper (release) half of the actuator to open the
hook. After this method of opening the hook, the hook
actuator must be recharged to 2,000 to 2,100 psi. The
4-3-18
emergency hook release relay will automatically deener-
gized after a 10 second time delay. This prevents dam-
age to the hook release solenoids.
CAUTION
Before external load operations, crew–
members shall familiarize themselves
with the manual emergency cargo release
mechanism installed on the helicopter
WARNING
When the center cargo hook is opened
with the external load off the ground, the
cargo hook will whip back back and forth.
CAUTION
When the center cargo hook is opened us-
ing the manual emergency release handle,
the hook must be closed manually. No at-
tempt should be made to close the hook
using the normal hydraulic or pneumatic
method, since damage to the cargo hook
can result.

4-3-12. Manual Release System.
NOTE
Depending on the mission requirement, the
manual release lever may be positioned in the
forward or stowed position.
The manual emergency release lever for all three cargo
hooks is located on the right side of the rescue hatch
door. The lever is connected by cables to the manual
release mechanism in each hook. The lever has three
positions; forward, vertical, and aft. In the forward posi-
tion the lever is stowed. In the vertical position the lever
is in the normal position when external cargo is carried
on any of the hooks. In the aft position the lever releases
all hooks simultaneously, loaded or not.
4-3-13. Cargo Hook Cautions.
The cargo hook caution capsules are on the master cau-
tion panel. They are labeled FWD HOOK OPEN, MID
HOOK OPEN, and AFT HOOK OPEN. A lit caution cap-
sule indicates that the corresponding hook has opened.
The cautions can be extinguished by setting the CARGO
HOOK MSTR switch to RESET or by setting the CARGO
HOOK switch on the hoist operators panel to RESET.
4-3-14. Hook Loaded Advisory Lights.
Two advisory lights marked HOOK LOADED are on the
CARGO HOOK control panel (fig 4-3-3). The lights are
marked HOOK LOADED. When on, the light indicates
that the corresponding (forward or aft) hook has a load
of above approximately 150 pounds on it. The lights are
turned on by sensors in the forward and aft hooks.
WARNING
If the DUAL HOOK FAULT light indicates a
malfunction of the forward or aft hook, re-
leasing the load using other than the
manual release handle is prohibited.
4-3-15. Dual Hook Fault Caution.
A caution capsule labeled DUAL HOOK FAULT is on the
master caution panel. The light provides continuous
monitoring of the electrical continuity of the release sole-
noids in the forward and aft hook. When on, it indicates
a loss of electrical release capability of the forward and/or
aft hook in both normal and emergency modes. When the
capsule is on, loads on the forward or aft hooks can only
be released by the manual release system.
TM 1-1520-240-10
4-3-16. Cargo Hooks Operational Check.
WARNING
When stowing or positioning the cargo
hook, do not grasp the hook assembly by
the synchronizing assembly shaft. Seri-
ous injury can result if the hook is oper-
ated while the hand is in this position. The
nylon web strap is to be used when posi-
tioning or stowing the hook.
Before external load operations, perform the following
check of the cargo hooks.
1. CARGO HOOK MSTR switch — ARM.
2. CARGO HOOK SEL switch — FWD.
3. Press the CARGO HOOK RELEASE switch
on the pilot’s cyclic stick — Check that the
FWD HOOK OPEN caution capsule comes
on and the hook opens.
NOTE
The forward and aft hooks will not open unless a force is
applied. As long as one of the CARGO HOOK RELEASE
switches are pressed, the forward and aft hooks will
make a chattering sound. This sound indicates the hook
solenoids are operating normally.
4. CARGO HOOK SEL switch — MID.
5. Press the CARGO HOOK RELEASE switch
on the copilot’s cyclic stick — Check that the
MID HOOK OPEN caution capsule comes
on and the hook opens.
6. CARGO HOOK SEL switch — AFT.
F 7. Press the CARGO HOOK RELEASE switch
on the WINCH/HOIST CONTROLGRIP —
Check that the AFT HOOK OPEN caution
capsule comes on and the hook solenoid
activates. Reset and release to OFF.
8. CARGO HOOK MSTR switch — RESET
and release to OFF. Check all HOOK OPEN
caution lights go out and the hooks close.
Then set ARM.
9. CARGO HOOK SEL switch — TANDEM.
10. Press the CARGO HOOK RELEASE switch
on the pilot’s cyclic stick. Check that the
FWD and AFT HOOK OPEN caution cap-
sules come on and the forward and aft hook
solenoids activate.
11. CARGO HOOK MSTR switch — RESET
and release to OFF. Check both HOOK
OPEN caution capsules go out and the
hooks close. Then set to ARM.
12. CARGO HOOK SEL switch — ALL.
13. Press CARGO HOOK RELEASE switch on
the copilot’s cyclic stick — Check that all
4-3-19
TM 1-1520-240-10
HOOK OPEN caution capsules come on
and the hooks open or the solenoids acti-
vate.
14. CARGO HOOK MSTR switch — RESET
and release to OFF. Check all HOOK OPEN
cautions go out and the hooks close.
15. To confirm safety of the cargo hook system,
the pilot, copilot, and flight engineer each
press a CARGO HOOK RELEASE switch to
attempt to open cargo hooks with the CAR-
GO HOOK MSTR switch at OFF.
4-3-17. Normal Operation of Cargo hooks.
Normal operation of the cargo hooks from the cockpit or
from the cargo compartments is as follows:
1. CARGO HOOK MSTR switch — ARM. (If
used from the cockpit or the cargo compart-
ment.)
2. HOIST OPERATORS PANEL CARGO
HOOK switch — ARM. (if used from the
cargo compartment.)
3. HOOK SEL switch — ROTATE to hook or
hooks to be released.
4. CARGO HOOK RELEASE switch — Press.
(From either the cockpit or the cargo
compartment)
5. Master caution panel — Check HOOK
OPEN cautions come on.
6. Loads — Check released. If the forward or
aft hooks did not open because of sling
slack, press the release switch and lift the
helicopters to apply a strain to the sling and
pull the hooks open.
4-3-18. Emergency Operation of Cargo Hooks.
Refer to Chapter 9 for emergency operation of cargo
hooks.
4-3-20
4-3-19. Helicopter Internal Cargo Handling System
(HICHS).
An internal cargo handling system is provided for quick
loading securing and unloading of palletized cargo (fig.
4-3-15 and 4-3-17). The system consists of a set of rail
assemblies and guide roller assemblies that are secured
to the helicopter floor. For descriptive information, ser-
vice/maintenance instructions. operation, installation
and removal instructions, refer to TM 55-1680-358-12 &
P.
The system has three main sections: a cabin section, a
ramp section, and a ramp extension section (fig. 4-3-17).
The cabin section has outboard rail/rollers along both
sides of the cabin, and inboard guide rollers running
along the center of the cabin. There are six outboard
rail/roller assemblies, three on each side of the cabin.
Each of the six rail/roller assemblies has its own dedi-
cated location in the helicopter. The left and right side rail/
roller assemblies are symmetrically opposite. There are four
inboard guide roller assemblies mounted in the center of the
cabin floor. All of the outboard and inboard guide roller as-
semblies are installed by being bolted to the existing tiedown
fitting locations in the cabin floor.
The system is equipped with a set of locking devices and
tiedown fittings for securing loaded cargo.
NOTE
All cargo must be properly restrained to en-
sure safe operation of the helicopter and the
safety of personnel. Loads must be restrained
in accordance with procedures and guide-
lines in Chapter 6 and TM 10-450-2, Helicop-
ter Internal Loads.
The ramp section has two inboard roller assemblies along
the center of the ramp and two outboard guide/roller assem-
blies along the sides of the ramp. A ramp support assembly
is used to support the ramp when loading or unloading the
helicopter with the ramp in the horizontal position
The ramp extension section has two ramp extension roll-
er assemblies and two ramp extension support assem-
blies to support the ramp extensions when loading and
unloading with the ramp in the horizontal position.
 TM 1-1520-240-10

Figure 4-3-15. HICHS with 463L Palletized

4-3-21
TM 1-1520-240-10

Figure 4-3-16. Fixture Configuration

4-3-22

4-3-20. HICHS Cargo Types.
The HICHS allows relatively quick and easy loading of
palletized cargo. The following pallet types may be used:
a. Three 436L pallets, 88 x 108 inches.
b. Six HCU-12/E or HCU/C pallets, 54 x 88 inches.
c. Eight to ten warehouse wooden pallets, 40 x 48
inches.
The HICHS has provisions for locking and securing 463L
pallets. This type of pallet does not need to be tied down, but
the cargo must be secured to the pallet. Combinations of
different pallet types may be used. Miscellaneous cargo and
equipment may be carried providing that they do not exceed
weight or floor loading restrictions, and can be properly tied
down.
4-3-21. System Configuration.
The HICHS can be placed in any of four configurations.
These are loading, restraint, flight and unloading. Refer to
Chapter 6 for configurations applicable to 463L pallets,
warehouse pallets, and wheeled vehicles.
To accomplish the configuration described above and in the
referenced tables, several components must be set in a
predetermined position. These components are listed below
in conjunction with the illustration that defines the compo-
nent location or position.
a. Outboard rollers — fig. 4-3-16.
b. Warehouse pallet guides — fig. 4-3-16.
c. Ramp support assembly — fig. 4-3-16.
TM 1-1520-240-10
d. Pallet lock assembly — fig. 4-3-17.
e. Retractable flange assembly — fig. 4-3-15.
f. 10K fitting assemblies — fig. 4-3-18.
g. 5K fitting assemblies — fig. 4-3-18.
4-3-22. Hatch Access.
Remove, if necessary, any cargo forward of sta 377.250
to at least sta 157.750.
Remove three centerline ring plug assemblies to free the
forward hatch inboard guide roller assembly (fig. 4-3-17).
Stow the removed parts ahead of sta 272.250. The hatch
is now accessible and the removed parts can be re–
installed by reversing the proceeding steps.
4-3-23. System Stowage.
Flip-up the outboard rail/roller assemblies and secure
the seat support tube as shown in fig. 4-3-16. Secure
loading pole to clips located at the top of the buffer board
between sta 300 and 400 on right side of helicopter with
quick release pin. Inboard guide roller assemblies can be
stowed on the floor beneath the troop seats. Secure
ramp extension rollers to the underside of the ramp ex-
tensions with quick release pins. Stow ramp extension
supports on the left side of the helicopter in brackets
mounted between sta 520 and 534. Stow ramp support
at sta 550 left side.
4-3-24. Load Configuration and Sequence.
Chapter 6 contains the detailed descriptions and proce-
dures for load configuration and sequence.
4-3-23
TM 1-1520-240-10

Figure 4-3-17. Internal Cargo Handling System

4-3-24
 TM 1-1520-240-10

Figure 4-3-18. Tiedown Fittings HICHS

4-3-25/(4-3-26 blank)

SECTION IV. EXTENDED RANGE FUEL SYSTEM (ERFS) AND ERFS II
WARNING
The ERFS is a non-crashworthy auxiliary
fuel system. The use of a non-crashworthy
internal extended range fuel system may
compromise the helicopters crashworthi-
ness and may increase the risk of burns in
a potentially survivable accident.
4-4-1. Extended Range Fuel System
The ERFS provides mission flexibility as
an extended range mission kit and a for-
ward area refueling source. The ERFS is
mounted on the left side of the cabin be-
tween sta 190 and 450, depending on the
helicopter CG limits. The ERFS is a modu-
lar, interconnected system composed of
up to four 600 gal non-crashworthy metal
tanks, four electrically operated fuel
pumps, and a vent system with associated
wiring and plumbing. The tanks are se-
cured using 5K and 10K pound cargo
straps. The fuel management control pan-
el (FMCP) is housed in an aluminum box
and is mounted on the forward most tank.
Refer to TM 55-1560-307-13&P for installa-
tion, operation, and maintenance proce-
dures.
WARNING
Chains will not be used to tie down the
ERFS.
CAUTION
FMCP will not be operated without fuel in
the tank(s), or with tank cam lever in the
CLOSED position.
CAUTION
A fuel sample is required before the first
flight of the day.
CAUTION
Hot refueling is not recommended.
NOTE
For clarity, the tanks are numbered front to
rear 1,2,3,4. In order to maintain helicopter
CG, suggested tank burn is 4, 1, 3, 2.
TM 1-1520-240-10
4-4-2. Extended Range Fuel System II.
The Extended Range Fuel System II (ERFS II) is an
internal tank fuel system that provides the CH-47D with
the ability to fly for an extended period of time without
having to land for refueling. The ERFS II may be installed
in one, two or three tank applications in addition to the
Forward Area Refuel Equipment (FARE) kit installation.
Through the use of a FARE kit, the CH-47D can also be
used to ferry fuel to forward areas to support refueling
operations of other aircraft and equipment. The system
consists of five functional components: the fuel tank as-
sembly with fuel and vent hoses, restraint system, ERFS
II Fuel Control Panel, and FARE kit assembly. Refer-
ences and illustrations provided describe the three tank
and FARE kit installation. Power is supplied to the ERFS
II from the No. 1 DC BUS and No. 1 AC BUS through LH
Utility Receptacles and wiring harness to the ERFS II
Fuel Control Panel. Refer to TM 55-1520-240-23 and tM
1-1560-312-10 for installation and maintenance proce-
dures.
4-4-3. ERFS Capabilities.
a. The ERFS provides up to 2320 gallons, (580 gal-
lons maximum per tank) of usable fuel for extended
range missions.
b. The ERFS can be installed, operated, removed,
transported, handled, and stored in climatic conditions of
–32_C to +52_C.
c. The ERFS can be installed and used in a one tank
or multiple tank configuration as the mission requires.
d. Fuel quantity can be accurately monitored in
flight within four percent of the actual quantity using the
liquid level indicators.
e. The ERFS can be refueled using the splash fill or
pressure fill techniques.
f. The system can also be defueled using standard
equipment.
g. The ERFS has redundant fuel feed capability in
all pump/tank combinations.
h. Fuel transfer pump system can operate with
APU, engine, or external power applied.
i. The ERFS can be used as a forward area refuel-
ing equipment (FARE) system, providing 2320 gallons of
fuel for refueling other helicopters.
4-4-4. Fuel Tank Assembly.
The ERFS II fuel tank assembly consists of an outer
aluminum honeycomb and fiberglass shell container,
ballistically self-sealing bladder, plumping module, fuel
hose, vent hose assembly, and ground cable. Each tank
measures 58 inch L x 62 inch W x 64 inch H with the
4-4-1
 TM 1-1520-240-10
capacity of 800 to 820 gallons of usable fuel and empty
weight of approximately 607 pounds (fig. 4-4-1). ERFS
II tanks are designed to be loaded and unloaded by four
persons (with restraint system in place) in no more than
10 minutes and require no tools. The tanks should not be
unloaded with any quantity of remaining fuel. When the
tanks are installed there is an aisle up the right side of the
aircraft which is approximately 25 inches wide. The
plumbing module consists of an aluminum access cover
secured to an energy-absorbing aluminum tube or col-
umn. The in-tank plumbing components are attached to
a column in the center of the tank permitting easy remov-
al and maintenance on components. A 75 psi fuel cap,
dual transfer pumps, fuel quantity probe, fuel sampling
tube, and a fuel pressure switch are the internal parts of
each of the tanks. Refueling the ERFS II tanks is per-
formed by either the helicopter Single Point Refueling
System or gravity.
a. Fuel Hoses. An interconnecting fuel hose man-
ifold connects the ERFS II tanks together. A two inch
hose connected at the forward end of the ERFS II fuel
manifold is connected to the helicopter Single POINT
Refueling System in the vicinity of STA 225 on the left
side of the cargo compartment. Fuel transfer hoses con-
nected at the aft end of the manifold carry fuel to the
aircraft fuel system quick disconnects at STA 380 on both
left and right sides of the cargo compartment.
CAUTION
Up to 4 OZ. of fuel can be trapped between
the closed “Dry Break” valves in the Uni-
sex couplings. Care should be taken to
minimize spillage of this trapped fuel
when separating the couplings.
4-4-2
b. Vent Hose Assembly. Aircraft overboard vents
and connections are installed on the left side of the cabin
area through the fuselage at STA 254.0, 330.0, and
410.0. Overboard fuel vent caps must be removed any-
time internal fuel tanks are installed. Vent hoses are con-
nected to the tank vent line at the self-sealing breakaway
valve on the top of the tank assembly and one of the three
aircraft overboard vent connections.
CAUTION
Trying to pressure refuel the tanks without
connecting the vent line could overpres-
surize the tanks.
The vent hose assembly allows the venting to atmo-
sphere of fuel vapor, thus providing vent air to relieve
internal tank pressures. Fuel hoses and manifold are
self-sealing incorporating Unisex couplings. Each Uni-
sex coupling, ballcock valve, permits hose removal with-
out fuel spillage. The manifold also provides connection
to the FARE pump module. The fuel/defuel valve is a
manually operated vented valve that simultaneously
opens a high flow rate fuel path in the fuel/defuel line, and
a high flow rate vent path out of the tank. The valve must
be open for pressure refueling of the tanks, FARE opera-
tions, or suction defueling. An automatic fuel shutoff
valve, with dual high level shutoff controls is located in-
side the tank. Inside each of the tanks is an open vent
valve to allow fuel to vent overboard in the event of high
level shutoff valve failure.
 TM 1-1520-240-10

Figure 4-4-1. ERFS II Fuel Tank

4-4-3
 TM 1-1520-240-10
4-4-5. Restraint System.
Each tank restraint system consists of an aluminum
frame and straps of polyester webbing with connecting
hardware and ratcheting buckles. This system provides
longitudinal, vertical, and lateral restraint. The forward,
vertical, and lateral restraint ratings are 8g’s and the aft
rating is greater than 3g’s. Each of the buckles are con-
nected to twelve 5,000 pound tiedown rings on the heli-
copter cargo floor.
4-4-6. ERFS II Fuel Control Panel.
All transfer of ERFS II fuel into the helicopter main fuel
tanks is controlled by the ERFS II Fuel Control Panel (fig.
4-4-2). The control panel is located and mounted on the
forward most ERFS II tank facing forward. It has individu-
al switches that control the operation of the transfer
pumps and circuit breakers to protect each of the pumps
in the tank. Illumination is controlled by a dimmer rheo-
stat on the fuel control panel and is night vision goggles
(NVG) compatible. Electrical cables run from cargo
compartment AC and DC utility outlets at STA 358 and
320 to the ERFS II fuel control panel, and from the panel
to connectors on each tank. A fuel quantity gauge is
installed on the panel to provide readings in pounds of
fuel for the individual tanks and their combined total fuel
remaining.
4-4-7. Fuel Transfer to Helicopter Main Tanks.
a. Manual FUEL/DEFUEL valve in all installed
ERFS II tanks – CLOSED.
NOTE
An OPEN manual FUEL/DEFUEL valve on
the transferring ERFS II tank will significantly
reduce the transfer rate because of fuel cir-
4-4-4
culation inside the tank. An OPEN valve on a
non-transferring tank will result in fuel transfer
into that tank if it is not full.
b. Unisex valves in ERFS II fuel transfer hose as-
sembly – OPEN.
c. Select the ERFS II tank from which fuel is to be
transferred.
d. PUMP switch for the selected tank – OVERRIDE.
Hold in this position until PRESS LOW light goes out
(normally less than five seconds). When released, the
spring-loaded switch will return to the ON position and
fuel transfer will continue.
e. Monitor the helicopter fuel indicators to verify fuel
transfer.
f. PUMP switch for selected tank – OFF when di-
rected by the pilot or when the PRESS LOW light illumi-
nates.
g. FUEL QUANTITY switch – Set to 1, 2, or 3 for
selected tank to confirm desired amount of fuel trans-
ferred.
4-4-8. Forward Area Refuel (FARE) Kit Assembly.
The FARE kit contains a pump module with a self-priming
pump rated at 120 GPM and Flowmeter. The pump can
be used to either fuel or defuel the ERFS II tanks. The
pump module easily mounts on any one of the tanks
when used. A manually operated valve reverses the fuel
flow and permits defueling of the hoses after FARE op-
eration. Two in-line, multiple cartridge filters capable of
filtering out 5 micron absolute particulates are included
as part of the FARE kit. The 45 inch x 44 inch x 35 inch
container for FARE component storage is secured to the
cargo floor (fig. 4-4-3).
 TM 1-1520-240-10

Figure 4-4-2. ERFS II Fuel Control Panel

4-4-5
TM 1-1520-240-10

Figure 4-4-3. ERFS Fuel System Schematic

4-4-6

4-4-9. FARE Transfer.
CAUTION
Some fuel will remain trapped in the FARE
pump module, suction hose, filters, and
collapsible hoses after suctioning and
rolling of the FARE hoses has been com-
pleted. To avoid spilling trapped fuel, the
valves in the Unisex couplings must re-
main closed and the couplings capped af-
ter the FARE system is disassembled. All
trapped fuel should be drained into an ap-
propriate container when the operational
situation permits.
WARNING
The manually operated FUEL/DEFUEL
valve must be placed in the CLOSED posi-
tion following FARE operation. Failure to
do so could permit significant fuel leakage
in the event of a crash and the vent self-
sealing breakaway valve fails to actuate.
a. Single-Point Pressure Refueling Hose Assembly
– Unisex valve at ERFS II tank — check CLOSE.
b. Valve in the base of the Unisex “T” coupling on
tanks that are NOT the fuel source — CLOSE.
c. Valve in the base of the Unisex “T” coupling on
tank that is the fuel source — OPEN.
d. Manual FUEL/DEFUEL Valve on the tank that is
the fuel source — OPEN.
e. FARE Valve Control Handle — OFF-LOAD.
f. Flowmeter DISPLAY button — Press until TOTAL
2 is displayed. Press and hold three seconds to zero
batch total.
TM 1-1520-240-10
g. FARE PUMP switch — REMOTE.
h.To begin FARE transfer.
i. Remote Control Handle trigger switch —
Squeeze.
When FARE transfer is complete:
j. FARE Valve Control Handle — SUCTION.
k. Valves in the Unisex couplings adjoining the
nozzle(s), and filter(s) — CLOSE. Remove nozzles and
filters from dispensing hoses, replace dust caps, and
stow in FARE container. Reconnect hoses. Valves in the
Unisex couplings, except at nozzle end — OPEN. Valve
in Unisex coupling at far end of hose assembly —
CLOSE.
l. Remote Control Handle trigger switch —
Squeeze to suction fuel from hose assemblies and return
it to tank. While the FARE pump is running, slightly open
the Unisex valves at the nozzle ends of the collapsible
hoses to permit the pump to evacuate most of the fuel
prior to rolling the hose.
m. Collapsible Fuel Hose Assemblies — Lift and
tightly roll from the nozzle end toward the pump module
while the pump is suctioning fuel from the hose. Close the
valves in the Unisex couplings as they are reached in the
disassembly process. Disconnect the hoses, replace
dust caps, and stow in the FARE container. Repeat this
process until all collapsible fuel hose assemblies are
recovered.
n. Remote Control Handle trigger switch — Re-
lease.
o. FARE PUMP switch — OFF.
p. Manual FUEL/DEFUEL valve(s) — CLOSED.
q. Valve in the base of the Unisex “T” coupling on all
tanks — check OPEN.
4-4-7/(4-4-8 blank)

CHAPTER 5
OPERATING LIMITS AND RESTRICTIONS
SECTION I. GENERAL
5-5-1. Purpose.
This chapter identifies or refers to all important operating
limits and restrictions that shall be observed during
ground and flight operations.
5-5-2. General.
The operating limitations set forth in this chapter are the
direct result of design analysis, test, and operating exper-
ience. Compliance with these limits will allow the pilot to
safely perform the assigned missions and to
TM 1-1520-240-10
derive maximum utility from the aircraft. Limits concern-
ing maneuvers, weight, and center of gravity limitations
are also covered in this chapter. If any operating limita-
tions are exceeded, an entry will be made on DA Form
2408-13-1.
5-5-3. Minimum Crew Requirement.
The minimum crew required to fly this helicopter is two
pilots, and flight engineer. Additional crewmembers, as
required, will be added at the discretion of the command-
er, in accordance with pertinent Department of the Army
directives.
5-1-1/(5-1-2 blank)

SECTION II. SYSTEM LIMITS
5-2-1. Instrument Markings.
5-2-2. Instrument Marking Color Codes.
Operating limitations and ranges are identified by the
colored markings on the dials of engine, flight and utility
drive train system instruments. The RED markings on the
dials of these instruments indicate the limit above or be-
low which continued operation is likely to cause damage
or shortened life, white background may be utilized to
highlight RED markings. The GREEN markings on in-
struments indicate safe or normal range of operation.
The YELLOW markings on instruments indicate the time
limited range or when special attention should be given
to the operation covered by the instrument. Operation is
permissible in the yellow range, but should be avoided.
BLUE is a maximum indication associated with sustained
operation of the related aircraft system for a prescribed
period of time. Limitations (fig. 5-2-1) which are marked
on the various instruments are not necessarily repeated
in the subsequent text. When further explanation of cer-
tain markings is required, refer to the specific area of
discussion.
5-2-3. Instrument Glass Alignment.
All instruments with range markings on the glass have
short white alignment marks extending from the dial
glass onto the rim of the indicator. These slippage marks
appear as a single line when limitation markings on the
glass properly align with the proper increments on the
dial face. However, the slippage marks appear as sepa-
rate radial lines when a dial glass has rotated
TM 1-1520-240-10
5-2-4. Rotor Limitations.
Refer to figure 5-2-1 for limitations. Should 108 percent
power off be inadvertently exceeded, no entry need be
made in DA Form 2408-13-1 unless the rotor system
accelerates to 111 percent or above. Even though no
action is required when RPM exceed 108 percent power
off but remains less than 111 percent, willful operation
should not be conducted in this range. Operation be-
tween 96 and 92 percent is permitted when water taxiing.
5-2-5. Inoperative Cruise Guide Indicator.
Flight at or below 98 percent RRPM with an inoperative
cruise guide indicator is prohibited.
5-2-6. Starting and Shutdown Limits.
The APU shall not be started with a tailwind in excess of
25 knots. Main engines shall not be started with a tailwind
in excess of 10 knots. The rotor blade start-up and shut-
down limits of figure 5-7-1 shall be observed. if it be-
comes necessary to shut down in conditions outside the
limits shown in figure 5-7-1, the following precautions are
recommended:
a. Aircraft should be landed in an area which is
clear, as level as possible, and at least 300 feet away
from any vertical obstructions, abrupt changes in ground
terrain, trees, bushes, fences, etc.
b. Aircraft should be oriented such that the wind
would be coming in at the left side. If the pilot is unsure
of the wind direction after landing, a crew member should
be dispatched beyond the rotorwash to make a true wind
direction determination before engines are secured.
5-2-1
TM 1-1520-240-10

111
115 PERCENT DISREAGRD (NOT APPLICABLE)

Figure 5-2-1. Instrument Markings (Sheet 1 of 5)

5-2-2
 TM 1-1520-240-10

400 O C
810 O C
890 O C
781 O C
940 O C
890 O C

Figure 5-2-1 Instrument Markings (Sheet 2 of 5)

5-2-3
TM 1-1520-240-10

RED 5 PSI MINIMUM PRESSURE AT GROUND IDLE (50% N1)

35 PSI MINIMUM AT 80 TO 95% N1
50 PSI MINIMUM AT 95% N1 OR ABOVE
GREEN 35-90 PSIG MINIMUM NORMAL OPERATING PRESSURE RANGE
RED 110 PSIG MAXIMUM PRESSURE FOR CONTINGENCY POWER
RED 150 PSIG MAXIMUM PRESSURE FOR COLD

Figure 5-2-1 Instrument Markings (Sheet 3 of 5)

5-2-4
 TM 1-1520-240-10

Figure 5-2-1 Instrument Markings (Sheet 4 of 5)

5-2-5
TM 1-1520-240-10

GREEN
BLUE

YELLOW
RED

Figure 5-2-1 Instrument Markings (Sheet 5 of 5)

5-2-6
 TM 1-1520-240-10

SECTION III. POWER LIMITS

5-3-1. Engine Rating and Power Level Limits. overspeed can cause overtemperature and/or over
torque. A power turbine (N2) overspeed may exist, de-
For variations in torque available with temperature and pending on power being used when 106% RRPM is ex-
pressure altitude, refer to the Torque Available charts in ceeded.
Chapter 7.
5-3-6. 712 Engine Temperature Limitations.
5-3-2. 712 Emergency Power.
See figure 5-2-1 and 5-3-1.
Emergency power is only to be used during actual emer-
gency conditions. After 30 minutes of emergency power 5-3-7. 714A Engine Temperature (PTIT) Limita-
time have accumulated, the engine must be inspected tions.

5-3-3. 714A Contingency Power. See figure 5-2-1 and 5-3-1.

Usage of contingency power 900_to 930_C PTIT is per-
missible for an unlimited number of occurrences as long
as each occurrence is 2 minutes 30 seconds or less.
Maximum transient 940_C PTIT is not to exceed 12 sec-
onds.
5-3-4. 712 Engine Limitations.
See figure 5-2-1 for limitations. A gas producer (N1)
overspeed exists when an N1 of 110 percent is exceed-
ed. An N1 overspeed can cause overtemperature and/or
overtorque. A power turbine (N2) overspeed may exist,
depending on power being used, when 106 percent
RRPM is exceeded.
5-3-5. 714A Engine Limitations.
See figure 5-2-1 for limitations. A gas producer (N1)
overspeed exists when an N1 of 110 is exceeded. An N1
5-3-8. Fuel Limitations.
Only those listed in Chapter 2 shall be used. Emergency
fuel shall not be used for more than six hours cumulative
time.
NOTE
JP8+100 is not considered “Emergency
Fuel”. A DA FORM 2408-13-1 entry will be
made as described in Appendix C.
5-3-9. Transmission Torque Limitations (Steady
State).
See figure 5-2-1 for limitations.
NOTE
Aircrew should be alert to the potential for
large engine torque oscillations during rear-
ward flight operations.

Figure 5-3-1. 712 Operational PTIT Limits

5-3-1/(5-3-2 blank)
 TM 1-1520-240-10

SECTION IV. LOADING LIMITS

5-4-1. Center -of-Gravity Limitations. d. When combination of internal and external loads
are carried during the same flight and the external load
See fig 6-7-1 for center-of-gravity (CG) limits in terms of exceeds 12,000 pounds, position the internal load for-
gross weight (GW) and arm-inches (fuselage stations). ward of the utility hatch. This procedure will preclude
encountering an excessively aft CG.
5-4-2. Maximum Gross Weight.
The maximum allowable operating gross weight is 5-4-4. Winch/ Rescue Hoist Limitations.
50,000 pounds. a. The winch shall not exceed:
5-4-3. Cargo Hook Limitations. The limits presented (1) 3,000 pounds straight line pull.
below are structural limitations only.
(2) 6,000 pounds, one pulley.
a. The structural limit of the forward and aft hook is
(3) 9,000 pounds, two pulleys.
17,000 pounds each.
(4) 12,000 pounds, three pulleys.
b. The maximum single load that can be suspended
as a tandem load from the forward and aft hooks is b. The rescue hoist is limited to a maximum load of
25, 000 pounds. 600 pounds.
c. The center cargo hook is limited to a maximum c. Refer to Chapter 4 for system configuration and
load of 26,000 pounds. operation.

5-4-1/(5-4-2 blank)

SECTION V. AIRSPEED LIMITS
5-5-1. Airspeed Operating Limits.
Any excursion into the red band of the cruise guide indi-
cator for more than 45 seconds requires an entry on the
DA Form 2408-13-1. Provide the following information:
aircraft gross weight, TAT, pressure altitude, total time in
the red zone, and needle position within the red zone (i.e.
lower half or upper half).
5-5-2. Airspeed Limitations With An Inoperative
Cruise Guide Indicator.
The airspeed operating limits chart, fig. 5-5-1, shows the
maximum allowable airspeeds with an inoperative cruise
guide indicator.
5-5-3. Airspeed Limitations With An Operative or In-
operative Cruise Guide Indicator.
The following limitations apply with an operative or inopera-
tive cruise guide indicator.
a. Maximum airspeed in sideward flight is 45 knots.
b. Maximum airspeed in rearward flight is 45 knots.
c. Maximum crosswind or tailwind for hover is 45
knots.
d. Maximum airspeed with the lower section of the
cabin entrance door open and locked is 60 KIAS.
e. The rescue hatch door shall not be opened or
closed above 90 KIAS.
f. The windshield wipers shall be off at airspeeds
above 130 knots.
g. Upper section of the cabin entrance—assure that
airspeed is less than 100 KIAS before closing door in
flight.
5-5-4. External Cargo Airspeed Limits.
TM 1-1520-240-10
If a sling or hook should fail while carrying a tandem load,
limit airspeed to a maximum of 60 KIAS.
5-5-5. Longitudinal Cyclic Trim (LCT) Actuator Air-
speed Limits.
The airspeed operating limits chart, fig. 5-5-2, shows the
maximum allowable airspeeds with either LCT, fully re-
tracted.Do not manually extend the LCT beyond the
GND position on the cyclic trim indicators at indicated
airspeeds below 60 knots.Use of extended cyclic trim at
low airspeeds will result in high aft rotor blade stresses.
5-5-6. Use of Airspeed Limitations Chart.
The use of these charts is illustrated by the example on
each chart.To determine the maximum operating air-
speed, it is necessary to know the free air temperature,
(FAT), pressure altitude, (PA), and gross weight,
(GW).Enter the chart at known FAT, move right to known
PA, move down following the graph lines to known GW,
then move left and read maximum indicated airspeed.If
the cruise guide indicator is inoperative, two airspeed
limits must be determined and the lower limit used.One
is the structural limit based on GW; the other is based on
blade compressibility limit at lower temperatures.After
determining the structural limit, move up or down to the
dashed line representing FAT, then deflect left and read
airspeed.This airspeed should be increased for GW be-
low 50,000 pounds.Go to the insert graph and enter it at
known GW.Move right to the sloping line, then deflect
down and read speed increase.To determine maximum
operating airspeed, add this value to that previously de-
termined.
5-5-7. AFCS Limitations.
The airspeed limit when operating on single AFCS is
100 KIAS or Vne, whichever is slower.The helicopter
may be operated with both AFCS off up to 160 KIAS or
Vne, whichever is slower.
Change 3 5-5-1
TM 1-1520-240-10

Figure 5-5-1. Airspeed Limitations — Inoperative Cruise Guide Indicator

5-5-2
 TM 1-1520-240-10

Figure 5-5-2. Airspeed Limitations — Longitudinal Cyclic Trim Retracted

5-5-3/(5-5-4 blank)
 TM 1-1520-240-10

SECTION VI. MANEUVERING LIMITS

5-6-1. Aerobatics Prohibition 5-6-4. Ground Operation Limitations.
Aerobatics are prohibited with this helicopter. Aerobatics a. To prevent droop stop pounding, when all the
is defined as intentional maneuvers beyond + 30_ pitch landing gears are in contact with the ground and the
and/or 60_ roll. thrust is at ground detent flight control movements shall
not exceed the floowong from the neutral position:
5-6-2. Bank Limitations
Right or left
The following bank angle limits apply: directional pedal .75 inches
a. With an operative cruise guide indicator, bank Aft cyclic 2.00 inches
angles are limited by the cruise guide indicator, but no
greater than 60 degrees. When operating with altitude Lateral cyclic 1.00 inches
hold, limit bank angle limits to 45 degrees maximum.
Thrust No lower than
b. With an inoperative cruise guide indicator, use ground detent
the bank angle limits defined by fig. 5-6-1.
b. When ground taxiing less than 75 feet from an
5-6-3. Landing Limitations. obstruction, on an unimproved/unfamiliar airfield not
a. The maximum ground speed for running land- designated for CH-47D helicopters, a blade watcher and
ings is 60 knots. taxi director shall be positioned as shown in figure 8-2-1.
If the airfield is designated for CH-47D helicopter and taxi
b. The maximum nose–up attitude during landings ways are in accordance with UFC 3-260-01, the above
is 20º. does not apply.

Figure 5-6-1. Bank Angle Limitations

5-6-1/(5-6-2 blank)

SECTION VII. ENVIRONMENTAL RESTRICTIONS
5-7-1. Engine Inlet Screen Limitation.
Refer to table 5-7-1 for information on engine bypass
panel removal.
5-7-2. Flight Under Instrument Meteorological Con-
ditions (IMC).
This helicopter is qualified for flight instrument metero-
logical conditions provided the following conditions exist:
NOTE
Should one AFCS fail during IMC flight, the
flight may be continued to destination.
Should both AFCS fail during IMC flight, a
landing should be made as soon as practical.
a. Both AFCS are operational (ALT Hold and Hea-
ding not required for IMC Flight).
b. Two vertical gyros and two vertical gyro indica-
tors (VGI) are installed and operative.
TM 1-1520-240-10
5-7-3. Flight in Ice.
NOTE
During flight in icing conditions with the EAPS
installed, the bypass doors must remain
closed.
Pitot tube and Advanced Flight Control Systems (AFCS)
yaw port heating, and windshield anti-icing systems en-
able safe flight in light-icing conditions. The EAPS is
designed to permit safe flight in light-icing conditions.
Continuous flight in light-icing conditions below 5_C is
not recommended since blade damage can occur from
asymmetric ice shedding. Intentional flight into known
icing conditions with rotor blade erosion protection mate-
rials installed is prohibited. Icing conditions include
“trace,” “light,” “moderate,” and “heavy.”
5-7-4. Thunderstorm Operation.
To ensure adequate lightning strike protection, the light-
ning protection cables and straps must be installed and
intact on all rotor blades. If any lightning cables or straps
are missing or broken, avoid flight in or near thunder-
storms, especially in areas of observed or anticipated
lightning discharges.
Change 1 5-7-1
TM 1-1520-240-10

5-7-5. Operation With Skis. If skis are installed, the
following limits apply:
a. The maximum allowable airspeed is limited to
130 knots indicated airspeed or Vne, whichever is lower,
regardless of gross weight.
c. The maximum allowable rate of descent at
touchdown in snow is 480 feet per minute at gross
weights up to 33,000 pounds, decreasing linearly to 240
feet per minute at 46,000 pounds gross weight. For
gross weights 46,000 pounds to 50,000 pounds, the rate
of descent is 240 feet per minute.

b. The maximum allowable gross weight for d. The maximum taxi speed is 5 knots when operat-
ground operation is 50,000 pounds. ing on hard prepared surfaces.

Table 5-7-1. Bypass Panel Removal Requirement

5-7-2 Change 1
 TM 1-1520-240-10

Figure 5-7-1. Rotor Blade Start-Up & Shutdown Limits Sheet (1 of 2)

5-7-3
TM 1-1520-240-10

Figure 5-7-1. Rotor Blade Start-Up & Shutdown Limits Sheet (2 of 2)

5-7-4
TM 1-1520-240-10

5-7-5/(5-7-6 blank)
 TM 1-1520-240-10

SECTION VIII. WATER OPERATION LIMITATIONS

5-8-1. WATER OPERATION LIMITATIONS.
5-8-2. Night Operation on Water.
Night operation on water is permissible provided:
a. Both AFCS are operational (ALT Hold and Head-
ing Select not required for night operation on water).
b. Pilot and copilot radar altimeter systems are op-
erational.
c. A visible horizon is present at the landing site.
d. Two or more highly visible, stationary objects are
on the water surface to provide necessary visual cues for
landing.
ed do not reflect indicated airspeed but actual forward
velocity at touchdown. Running landings will only be
conducted onto calm water. The ramp, lower rescue
door, and main cabin door shall be closed during water
landing. Water landings are prohibited when fuel in the
main tanks is less than 50 percent.
5-8-8. Rotor Starting and Shutdown Limitations.
Rotor starting or shutdown will not be conducted when
water conditions exceed Sea State 1 or wind exceeds 6
knots. maximum gross weight for starting and shutdown
is 28,550 pounds.

5-8-3. Sea State Limits.

Operation on water is restricted to a maximum of Sea
State 2. Refer to table 5-8-1 for information on sea
states.

5-8-4. Operation Time Limit.

Operation on water is restricted to 30 minutes total flota-
tion time without draining the helicopter.

5-8-5. Gross Weight Limitations.

Maximum gross weight for water operations is as follows:
a. Normal operations — 36,000 pounds.
b. Emergency rescue missions — 46,000 pounds.

5-8-6. Taxiing Limitations.

Taxiing will not be conducted in water conditions above
Sea State 1 or in wind above 6 knots. Fast taxiing will be
conducted in a straight line only and to a maximum speed
of 10 knots when the lower nose enclosure is left in the
water.

5-8-7. Landing Limitations.

Water landings can be performed within the limitations Figure 5-8-1. Water Landing Speed Limitations Up
presented on fig. 5-8-1. The touchdown speeds present- To 46,000 Pounds gross Weight

Table 5-8-1. Description of Sea States

SEA SEA DESCRIPTION WIND WIND AVERAGE
STATE DESCRIPTION VELOCITY WAVE
(KNOTS) HEIGHT
(FT)
Sea like mirror (calm) Calm Less than 1 0.0
0 Ripples with appearance of scales; no foam crests Light Air 1-3 0.05
(smooth)
1 Small wavelets; crests of glassy appearance, not Light Breeze 4-6 0.2
breaking (slight)

5-8-1
TM 1-1520-240-10

Table 5-8-1. Description of Sea States (Continued)

SEA SEA DESCRIPTION WIND WIND AVERAGE
STATE DESCRIPTION VELOCITY WAVE
(KNOTS) HEIGHT
(FT)
2 Large wavelets;crests begin to break; scattered white- Gentle Breeze 7-10 0.6
caps
3 Small waves, becoming longer, numerous whitecaps Moderate Breeze 11-16 1.4
(moderate)

5-8-2

SECTION IX. ADDITIONAL LIMITATIONS
5-9-1. Air-to-Ground Towing.
Air-to-ground towing operations are prohibited.
5-9-2. APU Operation.
APU operation in flight is prohibited except during emer-
gencies.
5-9-3. Pitot Tube and AFCS Sideslip Port Anti-Icing
Limitation.
The PITOT switch shall not be on for more than 5 minutes
on the ground.
5-9-4. Windshield Heat.
Windshield heat shall not be used above 24_C.
5-9-5. Single Point Refueling.
The maximum rate for pressure refueling is 300 gal/min
at 55 psi.
5-9-6. Extended Range Fuel System (ERFS).
WARNING
Installing the non-crashworthy/non self
sealing ERFS increases the potential for
explosion and burn injuries during a
crash. Therefore, the number of personnel
on board the helicopter should be kept to
the minimum required to perform the re-
quired mission.
TM 1-1520-240-10
ERFS operation will be in accordance with existing Air
Worthiness Release (AWR).
5-9-7. Extended Range Fuel System II (ERFS II)
The following paragraphs contain important operating
limits and restrictions that shall be observed during the
operation of the ERFS II. Compliance with these limits
will allow the operator to safely perform the assigned
missions and derive the maximum utility from the ERFS
II.
a. The maximum capacity of one ERFS II tank as-
sembly is 825.5 US Gallons. The usable fuel in one
ERFS II tank assembly is 800 US Gallons when single
point pressure refueled.
CAUTION
Trying to pressure refuel the tanks without
connecting the vent lines could overpres-
surize the tanks.
b. The maximum pressure inside the ERFS II tank
should not exceed 5 PSI.
CAUTION
Conducting suction defueling at pres-
sures greater than minus 11 PSI could
damage the internal components of the
ERFS II tank assembly.
c. The maximum allowable suction defueling pres-
sure is minus 11 PSI.
5-9-1/(5-9-2 blank)
 TM 1-1520-240-10

CHAPTER 6
WEIGHT/BALANCE AND LOADING
SECTION I. GENERAL
6-1-1. Purpose. 6-1-2. Helicopter Compartment and Loading Dia-
gram.
This chapter contains sufficient instructions and data so
that the aviator, knowing the basic weight and moment of Figure 6-1-1 defines the compartments, shows the refer-
the helicopter, can compute any combination of weight ence datum line, and depicts other information essential
and balance. for helicopter weight/balance and loading.
6-1-3. Classification of Helicopter.
Army Model CH-47D is in Class 1. Additional directives
governing weight and balance of Class 1 aircraft forms
and records are contained in AR 95-1, TM
55-1500-342-23, and DA PAM 738-751.

6-1-1
TM 1-1520-240-10

Figure 6-1-1. Aircraft Compartment and Loading Diagram

6-1-2

SECTION II. WEIGHT AND BALANCE
6-2-1. DD Form 365-3 Chart C — Basic Weight and
Balance Record.
Chart C is a continuous history of the basic weight and
moment resulting from structural and equipment
changes in service. At all times, the last weight and mo-
ment/1,000 are considered the current weight and bal-
ance status of the basic helicopter.
6-2-2. DD Form 365-4 (Weight and Balance Clear-
ance Form F).
This form is used to derive the gross weight and center-
of-gravity (C.G.) of the helicopter. The FORM F furnishes
a record of the helicopter weight and balance status at
each step of the loading process. It serves as a work-
sheet on which to record weight and balance calculations
TM 1-1520-240-10
and any corrections that must be made to insure that the
helicopter will be within weight and C.G. limits. Sufficient
completed FORMS F must be onboard the helicopter to
verify that the weight and C.G. will remain within allow-
able limits for the entire flight. Sufficient forms can be one
(for a specific flight) or it can be several. Several FORMS
F for various loadings of crew, passengers, stores, cargo,
fuel slingloads, etc., which result in extreme forward or
extreme aft C.G. locations and variations in gross weight,
but which remain within limits. There are two versions of
this form: Transport and Tactical; they are designed to
provide for the respective loading arrangements of these
two type aircraft. The general use and fulfillment of either
version are the same. Specific instructions for filling out
the form are given in TM 55-1500-342-23.
6-2-1/(6-2-2 blank)

SECTION III. FUEL/OIL
6-3-1. Fuel and Oil Data.
The CH 47D is equipped with six fuel tanks and an inte-
gral oil tank on each engine. The capacities of each fuel
tank and each oil tank are given in Chapter 2.
6-3-2. Fuel Weight and Moment.
Fuel moments for the forward auxiliary, main and aft
auxiliary fuel tanks are shown in figure 6-3-1. The fuel
arms for these tanks are constant thus, for a given weight
of fuel there is no variation in fuel moment with change
in fuel specific weight. The common auxiliary fuel tank
arm is 314.
The full tank usable fuel weight will vary depending upon
fuel specific weight. The gallon scales on figure 6-3-1 are
based on JP-4 @ 6.5 lb/gal, JP-5 @ 6.8lb/gal, and JP-8
@ 6.7 lb/gal. The aircraft fuel gage system was designed
for use with JP-4, but does tend to compensate for other
fuels and provide acceptable readings. When possible
the weight of fuel onboard should be determined by direct
reference to the aircraft fuel gages.
TM 1-1520-240-10
The following information is provided to show the general
range of fuel specific weights to be expected. Specific
weight of fuel will vary depending on fuel temperature.
Specific weight will decrease as fuel temperature rises
and increase as fuel temperature decreases at the rate
of approximately 0.1 lb/gal for each 15ºC change. Specif-
ic weight may also vary between lots of the same type
fuel at the same temperature by as much as 0.5 lb/gal.
The following approximate fuel specific weights at 15ºC
may be used for most mission planning.
Fuel Type Specific Weight
JP-4 6.5 lb/gal
JP-5 6.8 lb/gal
JP-8 6.7 lb/gal
6-3-3. Oil Data
For weight and balance purposes, the weight of engine
oil is included in the basic weight.
6-3-1
TM 1-1520-240-10

Figure 6-3-1. Fuel Moment Chart

6-3-2

SECTION IV. PERSONNEL
6-4-1. Personnel Loading and Unloading.
The loading procedures should be accomplished and
observed before loading to ensure the safety and comfort
of personnel to be airlifted:
a. Passenger compartment – Clean.
b. Equipment – Stow and secure.
c. Troop seats – Install,as required.
d. Litters – Install, as required.
e. Static line anchor cable – Install, as required.
f. Safety belts – Check, attached.
g. Emergency equipment – Check.
h. Emergency exits – Inspect.
i. Special equipment – Check.
6-4-2. Personnel Weight Computation.
When the helicopter is to be operated at critical gross
weights, the exact weight of each individual occupant
plus equipment should be used. If weighing facilities are
not available, or if the tactical situation dictates other-
wise, loads shall be computed as follows:
a. Combat equipped soldiers – 240 pounds per indi-
vidual.
b. Combat equipped paratroopers – 260 pounds
per individual.
c. Litter patient (including litter, splints, etc.) – 200
pounds per individual.
d. Medical attendants – 200 pounds per individual.
e. Crew and passengers with no equipment – Com-
pute weight according to each individual’s estimate.
f. Refer to figure 6-4-1 or 6-4-2 for personnel or litter
patient moment data. The chart (fig. 6-4-1) provides pre-
computed moments for each troop seat position.
6-4-3. Seating Arrangement.
Seating arrangement for 33 fully equipped ground troops
is provided by ten 3-man seats and three 1-man seats
(fig. 6-4-3). A row of five 3-man seats is installed along
each side of the cargo compartment. One-man seats are
installed at the forward and aft ends of the left-hand row
of seats and one at the end of the right-hand row of seats.
6-4-4. Troop Seats.
These seats are made of nylon on tubular aluminum
frames and are joined together for greater rigidity and
comfort. The seats are joined by means of slide bolt
fasteners in the front seat tubes, zipper fasteners on the
underside of the seat fabric, and snap fasteners along
TM 1-1520-240-10
the vertical edges of the seat-back rests. A slide adjuster
below the back rest hanger clips affords adjustment of
back rest tension. Seat tension is adjusted by relocating
retaining pins in the holes drilled in the front seat tubes.
A row of male snap fastener studs along the rear of the
seat-back rest matches a row of female snap fastener
sockets along the rear edge of the seat fabric. These
fasteners are jointed to provide greater seat depth for
troops equipped with parachutes. Two stowage straps
are attached to the underside of the seat fabric; one is
equipped with a hanger clip for folded stowage, the other
is equipped with a buckle for rolled stowage. The seats
will normally be stowed in the folded position for cargo
transport.
A 2,000-pound-capacity nylon web safety belt is pro-
vided for each seat occupant. The belt is adjustable and
is equipped with a positive-grip buckle fastener designed
for quick release.
6-4-5. Troop Seat Installation.
Install the troop seats from the rolled position as shown
in figure 6-4-4. Install troop seats from the folded position
by performing steps 1, 4, 6, and 7 of figure 6-4-4.
6-4-6. Troop Seat Stowage.
Stow the troop seats in the rolled position by performing
steps 1 through 9 in reverse order as set forth in figure
6-4-4. Stow troop seats in the folded position by revers-
ing the procedures in steps 7, 6, 4, and 1 of figure 6-4-4.
6-4-7. Troop Loading.
6-4-8. The loading and unloading of troops will normally
be accomplished through the lowered aft cargo door and
ramp. The most orderly and efficient troop loading proce-
dure is for the troops to occupy from the front to the rear.
In unloading, the troops will leave the helicopter progres-
sively from the rear to the front. If the troops to be loaded
are carrying full field equipment, it is recommended that
the seat-back rests be folded to avoid entanglement with
the equipment and damage to the seat-back rests.
6-4-9. Troop Commander’s Jump Seat.
A collapsible fold-away seat is located in the cockpit en-
trance for the use of the troop commander. The seat is
made of nylon on a tubular aluminum frame.
6-4-10. Litter Arrangement.
There are provisions for 24 litters, three tiers, four high,
along each cargo compartment wall normally occupied
by troop seats (fig. 6-4-3). The two 1-man seats in the aft
section of the cargo compartment may remain in place to
serve as seats for medical attendants. If needed, the
1-man seat in the forward section of the cargo compart-
ment may also remain. It is not necessary to remove the
troop seats to install the litters.
6-4-1
TM 1-1520-240-10
6-4-11. Litter Support Brackets.
Refer to figure 6-4-5 for litter installation. Four litter sup-
port brackets are permanently attached to each litter pole
and each litter strap. The brackets are spaced 18 inches
apart. A locking device in each bracket secures the litter
handles in place. The locking device consists of a handle
clip, a slotted locking bar, and a locking handle. The
locking handle is hinged to the lower jaw of the bracket.
The slotted locking bar is hinged, cam fashion, to the
locking handle. The handle clip is hinged to the upper jaw
of the bracket and has a hook end which is engaged in
one of the slots in the locking bar. When the locking
handle is moved down, it forces the locking bar up and
releases tension on the handle clip. When the locking
handle is moved up, it pulls the locking bar down and
forces the handle clip to a positive grip on the litter han-
dle.
6-4-12. Litter Poles and Straps.
Twelve litter poles are provided for use in adapting the
helicopter for medical evacuation. An attachment fitted to
the bottom of each pole has two indentations, on oppos-
ing sides, which fit between two studs located in a floor
channel. The upper rear side of the pole contains two
keyhole slots by which the pole is anchored to studs on
the seatback support tubes. A metal spring retainer in-
side the pole locks under one of the studs when the pole
6-4-2
is installed. This prevents accidental dislocation of the
pole. The retainer is released for litter pole removal by
pulling the grommet which protrudes from the front of the
pole. When not in use, the litter poles may be stowed at
station 120.
Twelve litter straps are used with the litter poles to sup-
port the litters. The straps can be adjusted upward or
downward by slide adjusters near the upper and lower
ends of the straps. All of the straps are fitted at the top
with slipover hooks which are fastened to brackets in the
strap stowage recesses. The lower end of each strap has
a fitting for attaching the strap to a tiedown stud on the
floor. The straps are stowed in the overhead recesses
directly over the floor studs to which the straps will be
attached. The stowage recesses are covered with can-
vas flaps which are zipped along two sides.
6-4-13. Litter Loading.
The loading of litters will be accomplished through the
lowered aft cargo door and ramp. The forward litter tiers
should be loaded first, top to bottom, then progressively
rearward. Litter patients requiring in-flight medical care
should be positioned to enable access to injuries requir-
ing attention. If the helicopter is to be loaded with a com-
bination of troops and litter patients, the litter patients
should be positioned to the rear of the troops.
 TM 1-1520-240-10

Figure 6-4-1. Personnel Moments

6-4-3
TM 1-1520-240-10

Figure 6-4-2. Litter Patient Moments

6-4-4
 TM 1-1520-240-10

Figure 6-4-3. Troop Seats and Litters

6-4-5
TM 1-1520-240-10

Figure 6-4-4. Troop Seat Installation (Sheet 1 of 2)

6-4-6
 TM 1-1520-240-10

Figure 6-4-4. Troop Seat Installation (Sheet 2 of 2)

6-4-7
TM 1-1520-240-10

Figure 6-4-5. Litter Installation (Sheet 1 of 3)

6-4-8
 TM 1-1520-240-10

Figure 6-4-5. Litter Installation (Sheet 2 of 3)

6-4-9
TM 1-1520-240-10

Figure 6-4-5. Litter Installation (Sheet 3 of 3)

6-4-10
 TM 1-1520-240-10

6-4-14. Combination Seat and Litter Arrangement.
Combined troop and litter patient loads can be trans-
ported by arranging seats and litters as required. Table
6-4-1 gives the various combinations of seats and litters
which can be used.
6-4-15. Static Line Anchor Cable.
A static line anchor cable is provided. The cable is nor-
mally stowed in a container (fig. 6-6-10) located on the
right side of the cargo compartment at station 160. When
the static line anchor is installed, the cable is attached to
the structure between stations 120 and 592. A static line
retriever is provided with the static line anchor cable. The
retriever is used in conjunction with the winch and is
provided to haul in the static lines at the end of the jump-
ing exercise or to retrieve a hung up paratrooper in an
emergency. Refer to Chapter 4 for the procedures on
using the static line retriever.

Table 6-4-1. Seat and Litter Arrangement Data

PERSONNEL LITTER TIERS SEATS
SEATS LITTERS (4-MAN) (1-MAN) (3-MAN)
33 0 0 3 10
27 4 1 3 8
21 8 2 3 6
15 12 3 3 5
9 16 4 3 3
6 20 5 3 1
3 24 6 3 0

6-4-11/(6-4-12 blank)
 TM 1-1520-240-10

SECTION V. MISSION EQUIPMENT

6-5-1. Mission Equipment. system weight and balance data is provided in table
6-5-2.
CH-47D mission equipment includes the M-24 arma- 6-5-2. EAPS System Weight and Balance.
ment subsystem, the M-41 armament subsystem,either
the M-130 flare dispenser system, AN/ALE-47 Counter- Table 6-5-1 provides planning data for changes to the
Measures Dispenser System (MDS), AN/ALQ-156 mis- weight and balance with EAPS module/intake screen
sile detector system, the cargo handling systems, the removal/installation.
cargo hooks and the static line retriever. The cargo han-
dling systems, (except HICHS) the cargo hooks, and the Table 6-5-1 EAPS Module/Engine Screen Weight
static line retriever are included in the basic weight of the and Balance
helicopter or are listed on the chart C for the particular
helicopter. Figure 6-5-1 lists the weight and the mo- Item Weight Arm Moment
ment/1,000 for the M-24 armament subsystem, the
M-130 flare dispenser systems and the AN/ALE-47 EAPS Module 266 458 121,828
CMDS. If spare ammunition containers are carried on a Fine Mesh Engine 100 462 46,200
particular mission, compute the moment/1,000 for each Screens
spare container from the cargo moments chart. Figure
6-6-5 provides the weight and moments charts for inter- Standard Mesh En- 88 462 40,656
nal cargo, figure 6-6-6 charts for external cargo. HICHS gine Screens

Table 6-5-2. Internal Cargo Handling System Weight and Balance

SECTION WEIGHT (LB) ARM MOM/1000

Cabin Section 647 323 208.91
Ramp Section 141 335 75.435
Ramp Extension 51 554 28.254
Ramp Extension Supports 26 527 13.702
(Stowed)
Ramp Support (Stowed) 13 550 7.150
System Totals 878 333.5
System Center of Gravity [379.9]

Table 6-5-3. Engine Air Particle Separator System Weight and Balance

REMOVED WEIGHT ARM MOM/1000

EAPS Filters -266 458 121.828

INSTALLED WEIGHT ARM MOM

Fine Mesh Screens +100 462 46,200
Standards Screens +100 462 40,656

6-5-1
TM 1-1520-240-10

Figure 6-5-1. Mission Equipment Weights and Moments (Sheet 1 of 2)

6-5-2
 TM 1-1520-240-10

Figure 6-5-1. Mission Equipment Weights and Moments (Sheet 2 of 2)

6-5-3/(6-5-4 blank)

SECTION VI. CARGO LOADING
6-6-1. General.
This section contains information and instructions for
loading and securing cargo in the helicopter. t lists and
describes the items of equipment incidental to these op-
erations, instructions for their use, and illustrations where
necessary or desirable. It is not the intent of this section
to teach principles of cargo loading. It is the purpose of
this section to provide detailed information on cargo load-
ing with regard to this helicopter.
6-6-2. Cargo Compartment.
The cargo compartment (fig. 6-6-1) is 366 inches long, 90
inches wide, and 78 inches high. These dimensions are
uniform through out the cargo compartment, unless the
aircraft is configured with HICHS (fig. 6-6-1). The lower
rescue door is opened for rescue operations, aerial load-
ing, and external cargo transport operations. A hydrauli-
cally operated door and ramp provide a means for quick
and efficient straight-in loading and unloading.
NOTE
Figure 6-6-2 shows the maximum cube size
which can be taken into the helicopter through
either the main cabin entrance, utility hatch,
or cargo loading ramp.
6-6-3. Main Cabin Entrance.
The main entrance door is located on the right side of the
cargo compartment at the forward end and measures 66
inches in height by 36 inches in width. The door is com-
posed of two sections: the upper section rolls inward and
upward to a rest position overhead; the lower section
opens outward and downward and serves as a step in the
lowered position.
6-6-4. Utility Hatch Door.
The utility hatch door is in the center of the cargo
compartment floor between stations 320 and 360. the
door is hinged along its entire forward edge. It opens
upward and forward to expose the lower rescue door and
the cargo hook. The door is unlatched by pressing the
knob labeled PUSH, and is latched by pressing the un-
marked knob.
NOTE
When opening or closing the lower rescue
door, be certain that the cargo hook is proper-
ly stowed and supported by the restraining
straps. In addition, close the rescue door, us-
ing the actuator only to the point where the
latch can engage; the latches will then lift the
door and compress the door seal.
TM 1-1520-240-10
6-6-5. Lower Rescue Door.
When closed, the lower rescue door forms a part of the
fuselage bottom. It is accessible through the utility hatch
door. The lower rescue door is secured by four latches
centered around the door perimeter. These latches are
connected by linkage to an actuator labeled OPEN and
CLOSED. A handcrank, stowed in spring metal clips on
the left side of the fuselage, is used to unlatch the door
and turn the gears. A drive shaft, which is turned by the
gears, moves the door actuator links. The door opens
downward and aft underneath the fuselage where it re-
mains during operation.
CAUTION
Although tightening of the tiedown straps
may be necessary to reduce internal load
vibrations, excessive tightening of tie-
downs attached to the outboard row of tie-
down fittings will limit the effectiveness of
the isolated cargo floor.
6-6-6. Cargo Compartment Floor.
The floor is made of extruded panels, riveted together in
sections. Raised extruded ridges, running the entire
length of the floor, provided surfaces on which cargo is
moved. The flooring in the cargo compartment contains
sections on either side of the centerline which are
strengthened to serve as vehicle treadways. The flooring
from station 200 to 400 and from buttline 44 left to 44
right, rests on rubber vibration isolators which reduce
overall internal load vibrations. Tiedown fittings (fig.
6-6-3) for securing cargo are installed in the floor. There
are also studs for attaching troop seats, litter supports,
and the base plate for the maintenance crane. The floor-
ing is covered with a walkway compound which provides
a non-skid surface for personnel and for vehicles. In
construction, the ramp floor is identical with the cargo
floor.
NOTE
Whenever possible, place all wheeled ve-
hicles entirely on the treadways between sta-
tions 200 and 400.
6-6-7. Strength Areas.
The weight which the cargo compartment floor (fig.
6-6-4) can support varies. These variations are largely
due to difference in strength of supporting frames and
fuselage construction, not because of varying floor
strength. To gain the maximum benefit from the cargo
compartment floor, the following definitions and weight
limitations must be observed.
6-6-1
TM 1-1520-240-10

6-6-8. Uniformly Distributed Loads. 6-6-9. Uniformly Distributed Load Limits.

Uniformly distributed loads are those loads wherein the Compartments C, D, and E (fig 6-6-4) are limited to 300
total weight of the item is equally spread over the item’s psf. The cargo loading ramp (fig. 6-6-4) is limited to 300
entire contact area. Contact area is large compared to psf with a maximum total load of 3,000 pounds when the
size and weight of the load. ramp is level with the cargo floor.

6-6-2
 TM 1-1520-240-10

Figure 6-6-1. Cargo Compartment Dimensions

6-6-3
TM 1-1520-240-10
Figure 6-6-2. Maximum Package Size (Sheet 1 of 3)
6-6-10. Concentrated Loads.
Concentrated loads are those loads wherein the total
weight of the item is supported by a contact area that is
small compared to the size and weight of the load.
6-6-11. Concentrated Load Limits.
Concentrated loads can be loaded on the treadways and
on the walkway. The treadways aft of station 160 and
ramp extensions are stressed for a total wheel load of
2,500 pounds. The treadways forward of station1 60 and
the walkway can be loaded to a total wheel load of 1,000
pounds. Concentrated loads are not to exceed 75 psi for
pneumatic tires or 50 psi for block or roller type wheels.
NOTE
The above floor loading limitations apply to
the static weight of the item prior to applying
any restraint devises.
NOTE
The minimum distance, in feet, between the
centers of any two adjacent concentrated
6-6-4
loads is determined by totaling the adjacent
loads and dividing by 1,000.
6-6-12. Load limits.
Vehicles exceeding the limitations may be loaded with
the use of shoring, provided that the vehicle weights
remain within the operating weight limits of the helicopter.
In cases where the wheels of a vehicle cannot rest on
both treadways because of a narrow wheel tread, shor-
ing must be used to spread the load over the treadways.
General cargo must not exceed floor pressure of 300 psf.
An easy way to determine floor pressure of various loads
is to divide the weight of the load by the contact area (in
square inches or square feet).
NOTE
Load on pallets supported by the longitudinal
beams or skids resting on the floor can result
in concentrated loads at points where the
beam/skid rests on or crosses floor formers.
The concentrated load can be determined by
dividing the weight of the item by the number
of floor former/skid intersection points or by
the number of locations where the skid rests

on the floor formers. The floor limits are the
same as the concentrated load limits in the
treadway and center section of the floor, that
is 2,500 pounds and 1,000 pounds.
Figure 6-6-2. Maximum Package Size (Sheet 2 of 3)
6-6-14. Compartment Capacities.
Based on a maximum distributed floor loading of 300 psf,
the compartment capacities can be obtained by multiply-
ing the floor loading by the floor area of the individual
compartment; however, this weight may exceed present
limitations. Figure 6-6-4 lists the maximum capacity of
each compartment. In addition to the limitations in figure
6-6-4, compartment loads will be limited by those limita-
tions set forth in Chapter 5.
6-6-15. Tiedown Fittings.
Tiedown fittings (fig. 6-6-3) for securing cargo are
installed on the cargo compartment floor and on the ramp
TM 1-1520-240-10
6-6-13. Compartment Identification.
The cargo compartment is divided, for weight and bal-
ance purposes, into three compartments designated
C,D, and E, running fore and aft. (fig. 6-6-1). When the
cargo ramp is used as an extension of the cargo compart-
ment, it is designated as F for weight and balance purpo-
ses. These compartment designations and their limiting
fuselage stations are stenciled on the cargo compart-
ment walls.
floor. All the fittings are D-ring types. There are 87
5,000-pound-capacity tiedown rings (83 in the fuselage
floor and 4 in the ramp floor) and eight 10,000-pound-ca-
pacity tiedown fittings. The fittings are normally used with
tiedown devices which will not exceed the limits of the
fitting.
6-6-16. Five Thousand-Pound Capacity Tiedown Fit-
tings.
The 83 5,000-pound-capacity tiedown fittings in the car-
go compartment floor are equally spaced in five rows
spaced 20 inches apart longitudinally. The four in the
ramp are in a rectangular pattern. Each 5,000-pound-ca-
pacity fitting swivels freely and is capable of resisting a
single maximum load of 5,000 pounds exerted along any
radius of a hemisphere, the flat side of which is the sur-
6-6-5
TM 1-1520-240-10
face of the floor. The fittings are hinged so that they can
be seated in floor recesses when not in use.
WARNING
The 10,000-pound-capacity tiedown fit-
tings must be screwed into the threaded
receptacles to full depth to achieve their
rated capacity.
6-6-17. Ten Thousand-Pound-Capacity Tiedown Fit-
tings.
There are eight 10,000–pound-capacity tiedown fittings
on the cargo compartment floor. Four fittings are inter-
posed along both outboard rows of 5,000-pound-capac-
6-6-6
ity fittings, spaced at intervals of 80 inches from station
240 to station 480. These fittings are not always used and
they might be in the way when installed, therefor install
only when necessary. When they are to be used, the
fittings are screwed into threaded receptacles, at the
fitting locations. When the fittings are not being used,
threaded plugs are screwed into the receptacles to pro-
tect the thread in the receptacles.
6-6-18. Cargo Loading Aids.
The helicopter has a number of features to facilitate load-
ing of cargo. Some of these features are parts of systems
and are permanently installed; others are equipment
which is stowed in the helicopter. The following para-
graphs contain descriptions of items classed as loading
aids. Specific instructions for some of these items may be
found in other parts of this manual and are referenced.

Figure 6-6-2. Maximum Package Size (Sheet 3 of 3)
6-6-19. Cargo Loading Ramp.
The ramp provides a means of quickly loading and un-
loading troops and cargo. It can also be used to support
portions of a cargo load which exceeds the longitudinal
dimensions of the cargo floor. When used for additional
cargo space, the ramp must be positioned so that the
ramp floor is level with the cargo floor. In this situation, the
weight of the cargo item resting on the ramp must not
exceed 3,000 pounds or 300 psf.
6-6-20. Auxiliary Loading Ramps.
Three auxiliary loading ramps are hinged to the aft end
TM 1-1520-240-10
of the ramp (fig. 6-6-7). When the ramp is lowered, these
auxiliary ramps are unfolded to provide flush contact be-
tween the ramp and the ground. The auxiliary loading
ramps can be positioned to accommodate various vehi-
cle tread widths or butted together to facilitate winching
of bulk cargo. When not in use, the auxiliary ramps are
stowed in an inverted position on the floor of the ramp or
removed. One of the auxiliary loading ramps when at-
tached to the ramp can also be used as a work platform.
A collapsible support attached to the ramp bottom allows
the ramp to be positioned at any convenient height when
used as a work platform.
6-6-7
TM 1-1520-240-10

Figure 6-6-3. Tiedown Fittings

6-6-8
 TM 1-1520-240-10

Figure 6-6-4. Compartment Data

6-6-9
TM 1-1520-240-10

Figure 6-6-5. Internal Cargo Moments Chart (Sheet 1 of 2)

6-6-10
 TM 1-1520-240-10

Figure 6-6-5. Internal Cargo Moments Chart (Sheet 2 of 2)

6-6-11
TM 1-1520-240-10

Figure 6-6-6. External Cargo Moments Chart (Sheet 1 of 2)

6-6-12
 TM 1-1520-240-10

Figure 6-6-6. External Cargo Moments Chart (Sheet 2 of 2)

6-6-13
TM 1-1520-240-10
6-6-21. Winch.
Refer to Chapter 4, Section III.
6-6-22. Cargo Door and Ramp.
The cargo door and ramp has an upper section, or cargo
door, and lower section, or ramp. The door retracts into
the ramp when the ramp is being lowered and extends
when the ramp is being raised. Retraction or extension
of the door can be isolated through the ramp sequence
valve so the ramp can be raised or lowered with the door
retracted into the ramp or extended. The door is an inte-
gral part of the ramp and only provides closure; therefore,
references made to the ramp will be understood to in-
clude the door and its related movements. The cargo
door is jettisonable to provide an emergency exit. The
cargo door and ramp is located at the aft end of the cargo
compartment and is used for troop and cargo loading and
unloading. In closed position, it conforms to the side con-
tours of the fuselage (fig. 6-6-7). Internal locks in the
ramp actuating cylinders prevent accidental opening and
constitute the only locking mechanism for keeping the
ramp closed. The ramp is hinged to the fuselage and
opens rearward and downward to rest on the ground.
When lowered to ground rest, the ramp inclines down-
ward approximately 6.75_ and maintains a uniform
Figure 6-6-7. Cargo Door and Ramp
6-6-14
78-inch overhead clearance, (if HICHS is not installed),
of the cargo compartment. A continuous hinge runs the
entire width of the aft upper edge of the ramp and holds
the three auxiliary loading ramps. The auxiliary ramps
unfold to bridge the gap between the ramp and the
ground for vehicle loading and unloading. they can be
adjusted laterally to accommodate various vehicle
thread widths. Hydraulic power to operate the ramp is
supplied through the utility hydraulic system.
6-6-23. RAMP CONTROL Valve.
Lowering and raising the ramp is controlled by a RAMP
CONTROL valve on the right side of the aft cargo
compartment between the floor and the overhead at sta
490 (fig. 6-6-8). The RAMP CONTROL valve is operated
either electrically or manually. Electrical operation is per-
formed by setting the RAMP PWR switch to EMERG, and
using the RAMP EMER control switch on the cockpit
overhead HYD control panel (Chapter 2, Section VI).
Manual operation is accomplished by setting the RAMP
PWR switch to ON, and using a three-position lever
mounted on the RAMP CONTROL valve. the lever posi-
tions are labeled UP, STOP, and DN (down). The control
lever can be reached from the outside through a hinged
panel on the aft fuselage.
 TM 1-1520-240-10

Figure 6-6-8. Ramp Controls

6-6-15
TM 1-1520-240-10

d. Cargo compartment — Clean.

CAUTION
e. Tiedown devises — Check, for type and quanti-
Do not press the sequence valve plunger ty.
unless the ramp is down. f. 10,000 lb tiedown fittings — Install as required.
g. Loading aids — Check, for condition and opera-
6-6-24. Ramp Control Sequence Valve. tion.
A mechanically operated sequence valve controls the h. Weight and balance data — Check.
sequence of the cargo door and ramp operation (fig. i. Emergency equipment — Check.
6-6-9). The valve is below the ramp control valve at the
j. Emergency exits — Inspect.
ramp hinge line. A plunger on the top of the valve is
manually pressed to hold the cargo door at full open k. Cargo load — Inspect.
during ramp operation. The plunger can be locked in the 6-6-28. Ramp Operation.
depressed position by rotating a retainer pin which ex-
tends from the side of the valve. 6-6-29. Normal Operation.
6-6-25. Pressure Actuated VAlve.
Ramp operation is stopped during cargo door operation WARNING
by a hydraulic pressure actuated valve. The valve is
locked near the ramp control valve (fig. 6-6-8). A plunger When the RAMP PWR switch is OFF, be
provides manual override of the valve if it sticks. sure the RAMP CONTROL VALVE remains
at STOP. If the RAMP CONTROL VALVE is
6-6-26. Accumulator Gage. moved to UP or DN, the ramp may free fall.
A gage at station 534, right side indicates APU accumu- 1. Lower the ramp as follows:
lator pressure in psi (fig. 6-6-8). A pressure reading on
a. RAMP PWR switch — ON.
the accumulator gage in excess of 2,500 psi is sufficient
for operating the ramp.
NOTE
6-6-27. Equipment Loading and Unloading. Perform step b. and c. only if the ramp is low-
ered with accumulator pressure.
The following procedures should be observed in prepar-
ing the helicopter for cargo transport mission: b. APU accumulator gage — Check 2,500
psi or more. If pressure reading is below
a. Doors — Open. 2,500 psi, operate the hand pump to
b. Parking brake — ON. build up pressure.
c. Troop seats — Stow. c. EMERG UTIL PRESS valve — Open.

Figure 6-6-9. Sequence Valve Operation

6-6-16

d. Ramp control lever — DN, allowing
ramp to lower to a position of ground
rest, then STOP. If the ramp is to be
adjusted to a level other than ground
rest, or fully closed, with the cargo door
in the retracted position, perform the
following:
(1) Sequence valve plunger — Press
and hold.
(2) Sequence valve plunger retainer
pin — Rotate to the horizontal posi-
tion to lock the plunger in.
2. Raise the ramp as follows:
a. Sequence valve plunger — Check, re-
leased if ramp and cargo door are to be
closed.
NOTE
Perform step b. only if accumulator pressure
is used to raise the ramp.
b. EMERG UTIL PRESS valve — Open.
c. Ramp control valve lever — UP, allow-
ing ramp to close. If accumulator pres-
sure is not sufficient to raise the ramp,
operate the hand pump.
d. Ramp control lever — STOP.
6-6-30. In Flight Operation.
CAUTION
Do not attempt to manually operate the
cargo door when the utility hydraulic sys-
tem is pressurized. Motor damage can re-
sult.
The ramp can be operated up to Vne. At speeds up to 60
knots, the ramp will open normally. At speeds above 60
knots. air pressure from within the cargo compartment is
required. To get this pressure, the vent blower can be
turned on or the upper section of the cabin door can be
opened.
6-6-31. Ramp Emergency Control.
WARNING
The RAMP EMER control switch is in-
tended for emergency use only during
smoke and fume elimination procedures.
Inadvertent operation of the cargo ramp
and cargo door from the cockpit may re-
sult in injury to personnel or damage to
equipment.
1. Open the ramp as follows:
a. RAMP PWR switch — EMERG.
TM 1-1520-240-10
NOTE
Momentary selection of the RAMP EMERG
control switch to the DN position will result in
approximately 5 seconds of the ramp and car-
go door opening operation sequence. The
opening sequence of the ramp can be halted
during the 5 second cycle by momentarily
placing the RAMP EMER control switch to the
UP position. Continuous lowering of the ramp
(longer than 5 seconds) can be achieved by
holding the RAMP EMER switch in the DN
position until the desired ramp position is at-
tained
b. RAMP EMERG control switch — DN mo-
mentarily then back to HOLD. The ramp
downward cycle can be halted by mo-
mentarily setting the RAMP EMER con-
trol switch to UP.
c. Repeat step b. if necessary, until desired
ramp position is achieved, or hold the
switch in the DN position until the ramp
reaches the desired portion.
2. Close the ramp as follows:
a. RAMP PWR Switch — EMERG.
b. RAMP EMER control switch — UP until
door is closed, then back to HOLD.
6-6-32. Manual Operation — Cargo Door.
CAUTION
The ramp must be at or above floor level
during takeoffs and landings.
CAUTION
Do not attempt to manually operate the
cargo door when the utility hydraulic sys-
tem is pressurized. Motor damage can re-
sult.
Should the need arise to retract or extend the cargo door
section of the ramp manually, insert the handcrank as shown
in figure 6-6-11. Crank clockwise to retract. Crank counter
clockwise to extend.
6-6-33. Preparation of General Cargo.
Before loading cargo, it is advisable to inspect items of cargo
with regard to dimensions, weight, contact pressure, center
of gravity, and hazards. This data will be helpful in determin-
ing the placement of the load in the helicopter and in com-
puting weight and balance. Refer to TM 10-450-2.
6-6-34. Cargo Dimensions.
Any item of cargo which appears to have critical dimensions
for loading into the helicopter should be measured and
checked against door and compartment dimension limita-
tions.
6-6-17
TM 1-1520-240-10
6-6-35. Cargo Weight.
Package weight of individual items of cargo should be legibly
stenciled on an exterior surface. If not provided, the weight
must be determined in order to plan cargo placement, to
calculate contact pressure, and too compute helicopter
weight and balance. The same rule applies to palletized
cargo and vehicle loads.
6-6-36. Cargo Center of Gravity.
The center of gravity (C.G.) of each item of cargo must be
determined in order to compute weight and balance by the
station method. As a rule, those items of cargo crated for
transport will be marked with a C.G. If the C. G. is not
marked, it can be determined by methods provided in TM
10-450-10.
6-6-37. Vehicle Load.
The same general rules that are observed in cargo loading
apply to vehicle loading. In addition, the fuel tank caps,
radiator caps and battery filler caps should be checked and
secured. Fuel tanks should be checked to see that they are
not filled above three-quarters capacity. Air trapped in a fuel
tank will expand at altitude and force fuel out through the filler
neck, creating a fire hazard. If fuel tanks are filled to capacity,
some fuel must be drained off before the vehicle is loaded.
Also, check tire pressures and if necessary, deflate tires to
prescribed limits.
6-6-18
6-6-38. Hazardous Cargo.
Items of cargo possessing dangerous physical proper-
ties, such as explosives, acids, flammables. etc., must be
handled with extreme caution and in accordance with
established regulations and TM 38-250.
6-6-39. General Instructions for Loading, Securing,
and Unloading Cargo.
There are three prime factors to be considered in proper-
ly loading the helicopter. These factors are weight, bal-
ance, and restraint. The weight of the cargo to be loaded
must remain within safe operating limits, and the cargo
must be restrained from shifting during takeoff, flight, and
landing. Refer to TM 10-450-10 to determine or compute
loading, shoring and restraint criteria.
6-6-40. Weight and Balance.
Refer to TM 55-1500-342-23 and figure 6-7-1 to compute
helicopter GW/CG and complete Form F.
6-6-41. Restraint.
Items of cargo within the helicopter are subject to the
same forces which affect the helicopter in flight. These
forces will cause the cargo to shift unless the cargo is
restrained. To maintain helicopter balance and prevent
injury to personnel, cargo must be restrained from shift-
ing.
 TM 1-1520-240-10

Figure 6-6-10. Stowage Locations

6-6-19
TM 1-1520-240-10
Figure 6-6-11. Cargo Door Cranking
6-6-42. Load Planning.
Before loading cargo, the placement of individual items
of cargo in the helicopter should be planned and then
checked to determine if the planned arrangement falls
within the C.G. limits. there are three basic steps involved
in load planning. The first step is to decide which method
will be used to compute C.G. of the load. If the compart-
ment method is to be used, each item of cargo must be
assigned a location in one of the three compartments. If
the station method is to be used, specific station loca-
tions must be assigned to each item of cargo. The sec-
ond step is to compute the C.G. of the load. If the load
consists of a number of items of cargo, the compartment
method should be used. If the load consists of only a few
bulky items, the station method should be used. The third
step is to check if the C.G. falls within the allowable limits.
If it does, the cargo can be loaded; if not, the location of
individual items should be rearranged until an acceptable
loading plan is obtained.
6-6-43. Compartment Loading.
Loading by compartments provides a rapid means of
computing the C.G. of a load and can be used whenever
the cargo load consists of a number of items. The heli-
copter cargo compartment is divided into three compart-
ments (fig. 6-6-12). The centroid, or center of balance, of
each compartment is located at station 181, 303, and
425, respectively. When using the compartment method,
it is assumed that the weight of all the cargo in the
compartment is concentrated at the centroid of the
compartment. If an item of cargo extends into two or
6-6-20
three compartments, the weight of the item should be
proportionately distributed in each compartment. The
C.G. of the cargo load is computed as follows:
a. Record the weight of cargo in each compart-
ment.
b. Calculate the compartment moment by multiply-
ing the total weight in each compartment by the station
number of the compartment centroid.
c. Add the compartment moments.
d. Add the weight in all compartments.
e. Divide the sums of the cargo moments by the total
weight of the cargo. The result is the arm or the C.G.
location of the load.
6-6-44. Station Loading.
Loading by stations provides a more precise method of
computing the C.G. of a load and should be used when-
ever possible (fig. 6-6-13). To use this method, it is nec-
essary to know the C.G. of each item of cargo. If the C.G.
of an item is not marked, it can be determined by the
procedure given in TM 10-450-2. Station loading re-
quires that the C.G. of each item placed on the helicopter
coincides with a fuselage station number. The C.G. of the
load is calculated as follows:
a. Record the weight and station number of each
item of cargo.
b. Calculate the moment of each item by multiplying
the weight of the item by the station number of its C.G.
c. Add the moment of each item to obtain the total
load weight.
d. Add the weights of each item to obtain the total
load weight
e. Divide the total load moment by the total load
weight to obtain the arm or the C.G. location of the load.
6-6-45. Vehicle Loading.
The same procedures observed in cargo loading apply
to vehicle loading.
6-6-46. Shoring.
Shoring is used to protect the cargo floor and to distribute
load pressure over a greater area of the floor. Shoring
can often make the difference between being able to
carry a given load and not being able to; however, it is
important not to exaggerate the effectiveness of shoring.
Some vehicles have a tread width too narrow to allow the
wheels to rest on the treadways. In this case, shoring
must be used to reduce the contact pressure on the
walkway to an allowable figure. In general, shoring is
required for all wheeled platforms and dollies and for any
item of cargo whose contact pressure exceeds the floor
limitations.

6-6-47. Securing Cargo.
The helicopter is subjected to forces which result from air
turbulence, acceleration, rough or crash landings, and
aerial maneuvers. These same forces act upon the cargo
in the helicopter and tend to shift the cargo unless it is
firmly secure. Forward motion of the helicopter is the
most rapid movement that will be encountered and is the
strongest force that is likely to act on the cargo if the
helicopter is suddenly slowed or stopped in a crash lan-
ding. Other forces tending to shift the cargo aft, laterally,
or vertically will be less severe. The amount of restraint
TM 1-1520-240-10
required to keep the cargo from moving in any direction
is called the restraint criterion and is expressed in units
of the force of gravity, or g’s. In each case, the maximum
force exerted by the item of cargo to be restrained would
be its normal weight times the number of g’s of the re-
straint criteria. In order to safely carry cargo, the amount
of restraint applied should equal or exceed the maximum
amount of restraint required. Restraint is referred to by
the direction in which it keeps the cargo from moving.
Forward restraint keeps the cargo from moving forward,
aft restraint keeps the cargo from moving aft, and so on.
6-6-21
TM 1-1520-240-10

Figure 6-6-12. Compartment Loading

6-6-22
 TM 1-1520-240-10

Figure 6-6-13. Station Loading

6-6-48. Restraint Criteria. 6-6-49. Restraint Devises.

The following restraint factors are ultimate values and the Refer to TM 55-450-2.
minimum acceptable factors for crew and passenger
safety. 6-6-50. Calculation of Tiedown Devises Required.

Direction Restraint Criteria Refer to TM 55-450–2.

Forward 4.0 g’s
6-6-51. Tiedown Methods.
Aft 2.0 g’s
Methods of applying restraint will vary depending on the
Down 4.0 g’s type of cargo making up the load. Vehicles, crated ob-
Up 2.0 g’s jects, and associated items of general cargo will require
different methods of application. (Refer to TM 55-450-2
Lateral 1.5 g’s for restraint methods.)

6-6-23
TM 1-1520-240-10
CAUTION
Excessive tightening of the tiedown
straps attached to the outboard row of tie-
down fittings will limit the effectiveness of
the isolated floor.
6-6-52. Vehicle Tiedown.
Because of the numerous points of attachment available,
vehicles are the items of cargo easiest to tie down. An
MB-1 chain devise should be used to restrain vehicle
loads. These devises should be fastened to the
10,000-pound tiedown fittings whenever possible.
6-6-53. Bulk Cargo Tiedown.
Typical methods of restraining large crates are shown in
TM 55-450-2. If the crate is very heavy, an MB-1 tiedown
devise should be used to provide forward restraint and
should be fastened to the 10,000-pound tiedown fittings.
6-6-54. General Cargo Tiedown.
General cargo tiedown methods are shown in TM
55-450-2.
6-6-55. 463 L Pallet/Extended Range Fuel System
(ERFS).
The restraint criteria of a 463L pallet/ERFS loaded to
7,500 pounds is as follows.
Direction Load Factor
Forward 6g plus 1.5g down
Aft 3g plus 1.5g down
Lateral 2.25g plus 1.5g down
Up 6g
Down 3g
NOTE
The HICHS can yield locally under the above
loads, but ultimate failure cannot occur; that
is the cargo (e.g., pallet, ERFS) cannot be-
come a flying object when the above loads are
applied. The above ultimate load factors shall
be applied to the entire HICHS. All other cargo
will be restrained to the normal restraint crite-
ria as stated in this chapter.
6-6-56. Loading Sequence.
Refer to table 6-4-2 to select the proper configuration for
system components during loading. Up to three pallets
may be winched or manually loaded on the system.
Loading clearances are shown in figures 6-6-14, 6-6-15,
and 6-6-16.
6-6-24
6-6-57. Warehouse Pallets.
Refer to table 6-4-2 to select the proper configuration for
system components during loading. Up to 10 warehouse
pallets can be loaded into the helicopter provided that the
weight and C.G. requirements are within the limits speci-
fied as follows. The 40- inch side should be positioned
across the handling system so that the 48-inch side is on
the outboard rail. Pallets may be winched or manually
loaded. During loading, the pallet should be fork lifted
onto the ramp extension and balanced onto the ramp
rollers. On the ramp, it should be pushed on board.
NOTE
All cargo must be properly restrained to en-
sure safe operation of the helicopter and safe-
ty of personnel. Loads must be restrained in
accordance with procedures and guidelines
in TM 10-450-2, Helicopter Internal Loads.
Individual warehouse pallets may weigh up to 3,700 lbs.
However, to maintain floor isolation, the sum of the
weights of longitudinally adjacent pallets must not ex-
ceed 4,300 lbs. For example, pallets weighing 2,100 lbs
or less may be loaded without discrimination; a mix of
pallets weighing, for example, 3,000 lbs and 1,200 lbs,
would require alternate loading of a 3,000 lb pallet and a
1,200 lb pallet. If the load consists entirely of pallets
weighing in excess of 2,150 lbs, the pallets must be
spaced longitudinally such that the distance, in inches,
between the forward edge of one pallet and the forward
edge of one pallet and the forward edge of the subse-
quent pallet will not be less than W/45.2 when W is the
average pallet load in pounds. For example, load of pal-
lets weighing 3,000 lbs each would need to be spaced
3000/45.2 = 66 inches center-to center apart. Pallets that
are spaced longitudinally will require tiedowns for longi-
tudinal, lateral, and vertical forces. In this situation there
is no requirement to use the barrier systems.
6-6-58. Wheeled Vehicles.
Refer to table 6-4-2 to select the proper configuration for
system components during loading. Winch or manually
load the vehicles into the helicopter.
6-6-59. Personnel.
The Internal Cargo Handling System (HICHS), is com-
patible for personnel only or for both cargo and person-
nel. If both are loaded, the cargo should be forward of the
personnel for safety.
6-6-60. Miscellaneous Cargo.
Place on a pallet or skid as desired. If a 6/E (463L) pallet
is used, secure the pallet with the locks or retractable
flanges. Straps or chains may be used as required.
6-6-61. Mixed Cargo.
Any of the previous cargos may be mixed as desired. The
only limitation is space.
 TM 1-1520-240-10

6-6-62. Load Dumping From Ramp.
CAUTION
Damage to the helicopter or load could
occur when load dumping from the ramp.
Make sure taxi surface is level and free of
obstacles.
Dumping from the ramp is not a routine operation, but
under urgent conditions can be accomplished as follows:
a. Helicopter at full stop.
b. Remove ramp extensions and rollers if installed.
c. Load released, but under control and moved to
aft cabin ramp with ramp slightly in up position.
WARNING
Crew members must remain clear of load.
d. Helicopter taxis forward at approximately 5 knots
ground speed. When 5 knots is reached, the ramp should
be lowered and load pushed out the ramp of the helicop-
ter.
e. Repeat as required.
6-6-63. Extended Range Fuel System (ERFS), ERFS
II and FARE Kit Weight and Balance Data.
Refer to figure 6-1-1, table 6-6-3 and 6-6-2.
The operator, upon configuration of ERFS II and FARE
kit, must compute various fuel amounts to calculate com-
binations of weight and balance matching the mission
requirements. Table 6-6-1 lists the weights, ARM and
moments of ERFS II and FARE kit installations.
WARNING
Some combinations of ERFS II configura-
tion and auxiliary fuel load will cause the
helicopter to exceed weight and balance
limits. It is the responsibility of the flight
crew to ensure the helicopter center of
gravity remains within operating limits at
take-off and landing.
Standard configuration for the ERFS II consists of three
tank assemblies, fuel transfer hose assembly, fuel con-
trol panel, restraint system, FARE kit, and unusable fuel,
with Tank 1 C.G. at 250 inches, Tank 2 C.G. at 330 inch-
es, Tank 3 C.G. at 410 inches, and FARE kit C.G. at 464
inches.
6-6-64. Restraint System Limits.
The limitations of the restraint system are 8 G’s forward.
3 G’s aft, 8 G’s vertical, and 8 G’s lateral, measured with
each tank one half full of fuel.
6-6-65. Breaking Loads of Self Sealing Breakaway
Valves.
The breaking loads of the self sealing breakaway valves
utilized in the ERFS II fuel and vent assemblies are:
moment bending 750 lbs ("150 lbs) at 7 inches, and
tension 4,300 lbs.

Table 6-6-1. Extended Range Fuel System (ERFS) Weight and Balance Data

Configuration Weights/Balance Station Moments/1000

Fuel Tank 1 511.3 230.0 117.6
Fuel Tank 2 511.3 290.0 148.3
Fuel Tank 3 511.3 350.0 178.9
Fuel Tank 4 511.3 410.0 209.6
FMCP 48 190 9.1
Vent Lines 15 320 4.8
Pump Discharge Lines 20 290 5.8
Feed Lines/Manifold 70 290 20.3
Forward Area Refueling 800 502 401.6
Equipment (FARE)
(2 Pumps, 2 Filters, and 2 Fuel Cans)
HICKS 878 379.9 333.5
3/463L Pallets (290 lbs ea.) 870 323 281.0

6-6-25
TM 1-1520-240-10

Table 6-6-2. Extended Range Fuel System II (ERFS II) Weight and Balance Data

Item Weight (LBS) Station (ARM) Moment/1000

Single-point Refuel Hose 23.0 240. 5.5
Total Weight and Moment 23.0 5.5

ERFS II Tank 1 (Empty) 607.0 250.0 151.8

Unusable Fuel (5.5 gal JP-8) 36.0 250.0 9.0
Fuel Control Panel (FCP) 20.0 217.0 4.3
Vent Hose 10.0 235.0 2.4
Elect Harness, Hel to FCP 7.0 235.0 1.6
Elect Harness, FCP to Tank 8.0 238.0 1.9
Wiring Harness, Fuel Qty 8.0 240.0 1.9
Restraint Assembly 81.0 250.0 20.3
Total Weight and Moment 777.0 193.2

ERFS II Tank 2 (Empty) 607.0 330.0 200.3

Unusable Fuel (5.5 gal JP-8) 36.0 330.0 11.9
Elect Harness, FCP to Tank 8.0 278.0 2.2
Fuel Hose 15.0 285.0 4.3
Vent Hose 10.0 305.0 3.1
Restraint Assembly 81.0 330.0 26.7
Total Weight and Moment 757.0 248.5

ERFS II Tank 3 (Empty) 607.0 410.0 248.9

Unusable Fuel (5.5 gal JP-8) 36.0 410.0 14.8
Elect Harness, FCP to Tank 8.0 319.0 2.6
Fuel Hose 15.0 375.0 5.6
Vent Hose 10.0 385.0 3.9
Restraint Assembly 81.0 410.0 33.2
Total Weight and Moment 757.0 309.0

Fuel Hose, Main to ERFS II 29.0 363.0 10.5

Fuel Hose, Fuel Transfer 13.0 400.0 5.2
Total Weight and Moment 42.0 15.7

FARE Kit (Pump Module, hose, couplings, filters, 563.0 464.0 261.2
meters, and nozzles)
Total Weight and Moment 563.0 261.2
TOTAL ERFS II (including FARE) Weight and 2,919.0 1033.1
Moment

6-6-26
 TM 1-1520-240-10

Table 6-6-3. Loading Sequence Configuration

463L Pallet Configurations

Configuration Component Comment

Load Outboard Rollers Down

Warehouse Guides Down
Ramp Extension/Ramp Jacks In Place as Required
Ramp Extension/Ramp Extension In Place as Required
Rollers
Locks Up (Unlock)
Retractable Flange Rotate Outboard (Unlock)
5k/10k Rings Down (Stowed Position)
Restraint Outboard Rollers –
Warehouse Guides –
Ramp Extension/Ramp Jacks –
Ramp Extension/Ramp Extension –
Rollers
Locks Down (Locked)
Retractable Flange Rotate Inboard (Locked)
5k/10k Rings –
Flight Outboard Rollers –
Warehouse Guides –
Ramp Extension/Ramp Jacks Stow in Helicopter
Ramp Extension/Ramp Extension Rotate Ramp Extension on Ramp,
Rollers Rollers on Underside (Stowed Position)
Locks –
Retractable Flange –
5k/10k Rings –
Unload Outboard Rollers –
Warehouse Guides –
Ramp Extension/Ramp Jacks In Place as Required
Ramp Extension/Ramp Extension In Place as Required
Rollers
Locks Up (Unlock)
Retractable Flange Rotate Outboard (Unlock)
5k/10k Rings –
Warehouse Pallet Configuration
Configuration Component Comment
Load Outboard Rollers Down
Warehouse Guides Up

6-6-27
TM 1-1520-240-10

Table 6-6-3. Loading Sequence Configuration (Continued)

Warehouse Pallet Configuration

Configuration Component Comment
Ramp Extension/Ramp Jacks In Place as Required
Ramp Extension/Ramp Extension In Place as Required
Rollers
Locks Down (Unlocked)
Retractable Flange Rotate Outboard (Unlock)
5k/10k Rings Up
Restraint Outboard Rollers –
Warehouse Guides –
Ramp Extension/Ramp Jacks –
Ramp Extension/Ramp Extensions –
Rollers
Locks –
Retractable Flange –
5k/10k Rings Using Straps, Secure cargo to 5/10k
Rings
Flight Outboard Rollers –
Warehouse Guides –
Ramp Extension/Ramp Jacks Stow in Aircraft
Ramp Extension/Ramp Extensions Rotate Ramp Extension on Ramp,
Rollers Rollers on Underside
Locks –
Retractable Flange –
5k/10k Rings –
Unload Outboard Rollers –
Warehouse Guides –
Ramp Extension/Ramp Jacks In Place as Required
Ramp Extension/Ramp Extension In Place as Required
Rollers
Locks Up (Unlock)
Retractable Flange Rotate Outboard (Unlock)
5k/10k Rings –
Wheeled Vehicle Configurations
Configuration Component Comment
Load Outboard Rollers* Up-Straps on Cabin, Ramp Up
Warehouse Guides Down
Ramp Extension/Ramp Jacks No Ramp Extension Jacks, No Ramp
Jack (Ramp on Ground)
Ramp Extension/Ramp Extension Ramp Extension on Ground, No

6-6-28
 TM 1-1520-240-10

Table 6-6-3. Loading Sequence Configuration (Continued)

Wheeled Vehicle Configurations

Configuration Component Comment
Rollers Rollers
Locks Down (Locked)
Retractable Flange Rotate Outboard (Unlock)
5k/10k Rings Up
Restraint Outboard Rollers –
Warehouse Guides –
Ramp Extension/Ramp Jacks –
Ramp Extension/Ramp Extension –
Rollers
Locks –
Retractable Flange –
5k/10k Rings Using Straps and/or Chains, Secure
Cargo to 5k/10k Rings

Flight Outboard Rollers –

Warehouse Guides –
Ramp Extension/Ramp Jacks Stow in Helicopter
Ramp Extension/Ramp Extension Rotate Ramp Extension on Ramp,
Rollers Rollers on Underside
Locks –
Retractable Flange –
5k/10k Rings –

Unload Outboard Rollers –

Warehouse Guides –
Ramp Extension/Ramp Jacks Ramp on Ground
Ramp Extension/Ramp Extension Ramp Extension on Ground
Rollers
Locks –
Retractable Flange –
* Maximum available width with out-
board rollers in stowed position is 85
inches lateral width.

6-6-29
TM 1-1520-240-10

Figure 6-6-14. Loading With Ramp Down (Forklift Loading)

6-6-30
 TM 1-1520-240-10

Figure 6-6-15. Loading With Ramp In Level Position

6-6-31
TM 1-1520-240-10

Figure 6-6-16. Loading Clearances

6-6-32
 TM 1-1520-240-10

SECTION VII. LOADING LIMITS

6-7-1. General
The loading limits are depicted in figure 6-7-1. Using
loading techniques specified in this chapter, it would be
difficult to exceed these limits.

6-7-1
TM 1-1520-240-10

Figure 6-7-1. C.G. Limits Chart

6-7-2

CHAPTER 7
712 PERFORMANCE DATA
SECTION I. INTRODUCTION
7-1-1. Purpose.
The purpose of this chapter is to provide the best available
performance data for the CH-47D helicopter. Regular use
of this information will enable you to receive maximum safe
utilization from the aircraft. Although maximum perfor-
mance is not always required, regular use of this chapter
is recommended for the following reasons.
a. Knowledge of your performance margin will allow
you to make better decisions when unexpected
conditions or alternate missions are encountered.
b. Situations requiring maximum performance will be
more readily recognized.
c. Familiarity with the data will allow performance to
be computed more easily and quickly.
d. Experience will be gained in accurately estimating
the effects of variables for which data are not presented.
7-1-2. General Data.
The data presented covers the maximum range of condi-
tions and performance that can reasonably be expected.
In each area of performance, the effects of altitude, tem-
perature, gross weight (GW), and other parameters re-
lating to that phase of flight are presented. In addition to
the presented data, your judgement and experience will
be necessary to accurately obtain performance under a
given set of circumstances. The conditions for the data
are listed under the title of each chart. The effects of
different conditions are discussed in the text accompany-
ing each phase of performance. Where practical, data is
presented at conservative conditions. However, NO
GENERAL CONSERVATISM HAS BEEN APPLIED. All
performance data presented is within the applicable lim-
its of the aircraft.
CAUTION
Exceeding operating limits can cause per-
manent damage to critical components.
Over limit operation can decrease perfor-
mance, cause immediate failure, or failure
on a subsequent flight.
7-1-3. Limits.
Applicable limit lines are shown on the charts. The
dashed lines on the cruise charts are estimated airspeed
TM 1-1520-240-10
limits with an operating cruise guide indicator (CGI).
Airspeed limits with the CGI inoperative are in Chapter 5.
If limits are exceeded, minimize the degree and time.
7-1-4. Use of Charts.
a. Chart Explanation. The first page of each section
describes the chart(s) and explains its use.
b. The primary use of each chart is given in an exam-
ple and a guideline is provided to help you follow the
route through the chart. The use of a straight edge (ruler
or page edge) and a hard fine point pencil is recom-
mended to avoid cumulative errors. The majority of the
charts provide a standard pattern for use as follows:
enter first variable on the top left scale, move right to the
second variable, deflect down at right angles to the third
variable, deflect left at right angles to the fourth variable,
deflect down, etc. until the final variable is read out at the
final scale. In addition to the primary use, other uses of
each chart are explained in the text accompanying each
set of performance charts.
NOTE
An example of an auxiliary use of the charts
referenced above is as follows: Although the
hover chart is primarily arranged to find
torque required to hover, by entering torque
available as torque required, maximum wheel
height for hover can also be found. In general,
any single variable can be found if all others
are known. Also, the tradeoffs between vari-
ables can be found. For example, at a give
pressure altitude (PA), you can find the maxi-
mum GW capability as free air temperature
(FAT) changes.
c. Dashed Line Data. Data beyond conditions for
which tests were conducted, or for which estimates are
used, are shown as dashed lines.
7-1-5. Data Basis.
The type of data used is indicated at the bottom of each
performance chart under DATA BASIS. The applicable
report and date of the data are also given. The data
provided generally is based on one of the following cate-
gories.
a. Flight Test Data. Data obtained by flight test of the
aircraft by experienced flight test personnel at precise
conditions using sensitive calibrated instruments.
7-1-1
TM 1-1520-240-10
b. Calculated Data. Data based on tests, but not on
flight test of the complete aircraft.
c. Estimated Data. Data based on estimates using
aerodynamic theory or other means but not verified by
flight test.
7-1-6. Specific Conditions.
The data presented is accurate only for specific condi-
tions listed under the title of each chart. Variables for
which data are not presented, but which may affect that
phase of performance, are discussed in the text. Where
data is available or reasonable estimates can be made,
the amount that each variable affects performance will be
given.
7-1-7. General Conditions.
In addition to the specific conditions, the following gener-
al conditions are applicable to the performance data.
a. Rigging. All airframe and engine controls are
assumed to be rigged within allowable tolerances.
b. Pilot Technique. Normal pilot technique is
assumed.
c. Aircraft Variation. Variations in performance
between individual aircraft are known to exist: however,
they are considered to be small and cannot be accounted
for individually.
d. Instrument Variations. The data shown in the
performance charts does not allow for instrument
inaccuracies or malfunctions.
e. Airspeed Calibrations. The airspeed calibration
chart presents the difference between indicated airspeed
(IAS), and calibrated airspeeds (CAS) for different flight
conditions.
f. Except as noted, all data is for clean configuration
(all doors installed, without armament).
g. Types of Fuel. All flight performance data is based
on JP-5 fuel. The change in fuel flow and torque
available, when using JP-4, JP-8, Aviation gasoline or
any other approved fuels, is insignificant.
7-1-2
7-1-8. ERFS II Performance Data.
Use of the performance data will enable the operator to
receive the maximum safe utilization of the ERFS II and
FARE kit.
7-1-9. ERFS II Tank Capacity.
The capacity of the ERFS II tank using pressure refueling
is 805.5 US gallons. If filled using gravity refueling, the
capacity is 825.5 US gallons (In both cases 5.5 GALS will
be unusable).
7-1-10. Amount of Unusable Fuel.
7-1-11. Fuel Transfer Rate.
The amount of unusable fuel in each of the ERFS II tanks
is 5.5 US gallons of JP-8.
The rate at which fuel is transferred from the ERFS II
tanks to the helicopter main tanks is 23 GPM.
7-1-12. FARE Transfer Rate.
The FARE kit pump is rated at 120 GPM. However, the
configuration of the FARE fuel transfer hose assembly
affects this transfer rate. Pressure losses across cou-
plings, filters, and nozzles reduce the flow rate below the
rated value. The rate at which fuel is transferred from the
ERFS II tanks using the FARE pump and standard con-
figuration of the FARE fuel transfer hose assemble is 84
to 88 GPM.
7-1-13. Performance Discrepancies.
Regular use of this chapter will allow you to monitor in-
struments and other aircraft systems for malfunction by
comparing actual performance with planned perfor-
mance. Knowledge will also be gained concerning the
effects of variables for which data are not provided,
thereby increasing the accuracy of performance predica-
tions.
7-1-14. Definitions of Abbreviations.
Capitalization and punctuation of abbreviations varies,
depending upon the context in which they are used. In
general, full capital letter abbreviations are used in text
material, charts and illustrations. Periods do not usually
follow abbreviations; however, periods are used with ab-
breviations that could be mistaken for whole words if the
period were omitted.
 TM 1-1520-240-10

Figure 7-1-1. Temperature Conversion Chart

7-1-3/(7-1-4 blank)

SECTION II. EMERGENCY TORQUE AVAILABLE
7-2-1. Emergency Torque Available.
Single engine emergency torque available may be ob-
tained from figure 7-2-1. Available torque is presented
in terms of PA and FAT.
7-2-2. Use of Chart.
The primary use of the chart is to determine available
engine torque for various combinations of PA and tem-
perature. To determine torque available, it is necessary
TM 1-1520-240-10
to know PA, and FAT. Enter the left side of the chart at
known temperature, move right to known pressure alti-
tude, then down to read torque available.
7-2-3. Conditions.
The chart is based on a rotor speed of 100%.
7-2-4. EAPS Installed.
Reduce the derived torque available by 2.0% however
not at transmission torque limit.
7-2-1
TM 1-1520-240-10

Figure 7-2-1. Emergency Torque Available

7-2-2

SECTION III. MAXIMUM TORQUE AVAILABLE
7-3-1. Maximum Torque Available (10 Minute
Operation).
Maximum torque available (10 minute operation) may be
obtained from figure 7-3-1. Available torque is presented
in terms of pressure altitude and free air temperature.
7-3-2. USE OF CHART.
The primary use of the chart is to determine available
engine torque for various combinations of pressure alti-
tude and temperature. To determine torque available, it
is necessary to know pressure altitude and free air tem-
perature. Enter the left side of the chart at known temper-
ature, move right to known pressure altitude, then down
to read torque available.
7-3-3. Conditions.
The chart is based on a rotor speed of 100%.
Reduce the derived torque available by 1.8% however
not at transmission torque limit.
TM 1-1520-240-10
7-3-4. Maximum Torque Available (30 Minute
Operation).
Maximum Torque Available (30 Minute Operation)
may be obtained from figure 7-3-2. Available torque
is presented in terms of PA and FAT.
7-3-5. Use of Chart.
The primary use of the chart is to determine available
engine torque for various combinations of pressure alti-
tude and temperature. To determine torque available, it
is necessary to know pressure altitude and free air tem-
perature. Enter the left side of the chart at known temper-
ature, move right to known pressure altitude, then down
to read intermediate torque available.
7-3-6. Conditions.
The chart is based on a rotor speed of 100%.
7-3-7. EAPS Installed.
Reduce the derived torque available by 1.8% however
not at transmission torque limit.
7-3-1
TM 1-1520-240-10

Figure 7-3-1. Maximum Torque Available (10 - Minute Operation)

7-3-2
 TM 1-1520-240-10

Figure 7-3-2. Maximum Torque Available (30 - Minute Operation)

7-3-3/(7-3-4 blank)

SECTION IV. CONTINUOUS TORQUE AVAILABLE
7-4-1. Continuous Torque Available.
Continuous torque available may be obtained from figure
7-4-1. Available torque is presented in terms of PA and
FAT.
7-4-2. Use of Chart.
The primary use of the chart is to determine available
engine torque for various combinations of PA and tem-
perature. To determine torque available, it is necessary
TM 1-1520-240-10
to know PA and FAT. Enter the left side of the chart at
known temperature, move right to known pressure alti-
tude, then down to read torque available.
7-4-3. Conditions.
This chart is based on a rotor speed of 100%.
7-4-4. EAPS Installed.
Reduce the derived torque available by 1.8% however
not at transmission torque limit.
7-4-1
TM 1-1520-240-10

Figure 7-4-1. Continuous Torque Available

7-4-2

SECTION V. HOVER
7-5-1. Description.
The hover chart, figure 7-5-1, presents torque required
to hover at 100% RRPM at various combinations of PA,
FAT, GW, and wheel height for single and dual engine
operation.
7-5-2. Use of Chart.
a. The primary use of the charts is illustrated by the
example. To determine the torque required to hover, it is
necessary to know PA, FAT, GW, and desired wheel
height. Enter the upper right grid at the known pressure
altitude, move right to the temperature, move down to
gross weight. Move left to desired wheel height, deflect
down and read torque required for dual engine or single
engine operation.
b. n addition to the primary use, the hover ceiling
charts (fig. 7-5-2) may be used to predict maximum hover
height. This information is necessary for use of the
takeoff chart found in figure 7-6-1. To determine
maximum hover height, it is necessary to know PA, FAT,
GW, and maximum torque available. Enter at the known
pressure altitude, move right to FAT, move down to gross
weight, move left to intersection with maximum torque
available and read wheel height. This wheel height is the
maximum hover height.
TM 1-1520-240-10
c. The hover charts may also be used to determine
maximum GW for hover at a given wheel height, PA, and
temperature. Enter at known pressure altitude, move
right to the FAT, then move down to the bottom of the
lower grid, and read density altitude. Now enter lower left
grid at maximum torque available. Move up to wheel
height, then move right to density altitude and read GW.
This is the maximum gross weight at which the helicopter
will hover.
7-5-3. Conditions.
a. The hover chart is based on calm wind, level
surface, and 100% RRPM.
b. Hover in ground effect (HIGE) data is based on
hovering over a level surface. For normal transition from
hover to forward flight, the minimum hover wheel height
should be 10 feet to prevent ground contact. If helicopter
is to hover over a surface known to be steep, covered
with vegetation, or if type of terrain is unknown, the flight
should be planned for hover out of ground effect (HOGE)
capability.
c. EAPS installation has negligible effect on hover
torque figure 7-5-1.
d. Hover ceiling charts, figure 7-5-2, with EAPS
installed, reduce gross weight by 700 pounds.
7-5-1
TM 1-1520-240-10

Figure 7-5-1. Hover Chart

7-5-2
 TM 1-1520-240-10

Figure 7-5-2. Hover Ceiling

7-5-3/(7-5-4 blank)

SECTION VI. TAKEOFF
7-6-1. Description.
The takeoff chart, figure 7-6-1, defines distances re-
quired to clear obstacles of 50 feet, 100 feet, 150 feet,
and 200 feet based upon maximum hover height capabil-
ity and true airspeed. The procedure for takeoff is the
level flight acceleration technique.
NOTE
The maximum hover heights shown are indica-
tive of helicopter performance capability and do
not imply that this hover height must be main-
tained through takeoff.
7-6-2. Use of Chart.
The primary use of the chart is illustrated by the exam-
ples.
a. To determine the distance required to clear an
obstacle, it is necessary to know maximum hover height
(hover capability), obstacle height, and climbout true
airspeed. Calculation of maximum hover height is
described in Section V, Hover. Enter the chart for the
required obstacle height, move right to desired true
climbout airspeed, then down and read distance required
to clear obstacle.
TM 1-1520-240-10
b. A hover check should be made prior to takeoff to
verify hover capability. If winds are present, hover
capability will be greater than predicted since the hover
chart is based on calm wind conditions.
7-6-3. Conditions.
a. The takeoff chart is based on calm wind
conditions. Since the surface wind velocity and direction
cannot be accurately predicted, all takeoff planning
should be based on calm air conditions. Takeoff into the
wind will improve takeoff performance.
CAUTION
A tailwind during takeoff and climbout will
increase the distance for obstacle clearance
and may prevent a successful takeoff.
b. Takeoff performance data are based on the use
of maximum torque available at 100% RRPM.
7-6-1
TM 1-1520-240-10

Figure 7-6-1. Takeoff Chart

7-6-2

SECTION VII. CRUISE
7-7-1. Description.
The cruise charts, figures 7-7-1 through 7-7-84, present
torque requirements and fuel flow for cruise flight as a
function of airspeed and gross weight for various com-
binations of pressure altitude and free air temperature.
Dot pattern (shaded) area indicates time limited opera-
tion.
7-7-2. Use of Charts.
The primary use of charts is illustrated by the example
cruise chart (fig. 7-7-1). To use the charts it is usually
necessary to know the planned PA, estimated FAT,
planned cruise TAS, and the GW. First select the proper
chart based on PA and free air temperature. Enter the
chart at the cruise TAS, move right and read IAS, move
left to the GW, move down and read torque required, then
move up and read associated fuel flow. Maximum perfor-
mance conditions are determined by entering the chart
where the maximum range line or maximum endurance
and rate of climb (R/C) line intersect the gross weight
line: then read airspeed, fuel flow, and torque required.
Normally, sufficient accuracy can be obtained by select-
ing the chart nearest to the planned cruising altitude and
FAT, or move conservatively, by selecting the chart with
the next higher altitude and FAT (example cruise chart,
method one). If greater accuracy is required, interpola-
tion between altitudes and/or temperatures is permissi-
ble (example cruise chart, method two). To be conserva-
tive, use the GW at the beginning of the cruise flight. For
improved accuracy or long flights, it is preferable to deter-
mine cruise information for several flight segments to
allow for decreasing GW.
a. Airspeed. True and indicated airspeeds are
presented at opposite sides of each chart. On any chart,
IAS can be directly converted to TAS (or vice versa) by
reading directly across the chart without regard to other
chart information. Estimated airspeed limits with an
operating CGI appear as dashed lines on each chart.
Airspeed limits with the CGI inoperative are presented
in the airspeed limits section of Chapter 5.
NOTE
Airspeed limitations with an operative cruise
guide indicator are per the indicator display.
Estimated values shown on these cruise
charts are for information only, as an aid to
pre–flight planning.
TM 1-1520-240-10
b. Torque. Since PA and temperature are defined for
each chart, torque required varies only with GW and
airspeed. The torque required per engine as presented
on the charts is for dual engine operation. The torque
required for single engine operation is double the dual
engine torque value for any given condition. See cruise
chart example 2 for example on torque required. With
EAPS installed there is no significant change in torque
required. The torque available limits shown are either
transmission or engine torque limits (whichever is least).
c. Fuel Flow. The fuel flow scales presented on each
chart opposite the torque scales are for dual engine
operation. Torque may be converted directly to fuel flow
on any chart without regard to other chart information. A
single engine fuel flow chart is presented in Section X.
Torque required for any given condition as obtained from
the preceding cruise charts should be doubled before
being used to obtain single engine fuel flow from this
chart.
d. Maximum Range. Maximum range lines indicate
optimum GW/cruise speed conditions with respect to
distance covered per pound of fuel consumed for zero
wind condition.
e. Maximum Endurance and Rate of Climb. Maxi-
mum endurance and rate of climb lines indicate opti-
mum GW / cruise speed conditions for maximum
endurance and maximum rate of climb. These condi-
tions require minimum fuel flow (maximum endurance)
and provide maximum torque change for climb (maxi-
mum rate of climb). This airspeed also represents the
best single engine airspeed.
7-7-3. Conditions.
The cruise charts are based on 100% RRPM for ambient
temperatures of –10_C and above, and 98% and 100%
RRPM for ambient temperatures of –20_C and below.
7-7-4. Performance Penalties with EAPS.
The engine performance loss with EAPS installed is
shown in table 7-7-1. The corrections shown in the table
are to be applied to the applicable to the applicable per-
formance data shown on Chapter 7.
7-7-1
TM 1-1520-240-10

Table 7-7-1 EAPS Penalty Table

Increase Total Decrease Torque Available (%)

Pressure OAT Fuel Flow By
Altitude (ft) (lb/hr) KTAS = 0 85 135 160
(_C)
Sea Level -50 40 0 0 0 0
-40 40 0 0 0 0
-30 40 0 0 0 0
-20 40 0 0 0 0
-10 40 0 0 0 0
0 40 0 0 0 0
10 40 0 0 0 0
20 40 0 0 3 5
30 40 2 3 6 8
40 40 2 3 6 8
50 40 2 3 6 8
2000 -50 40 0 0 0 0
-40 40 0 0 0 0
-30 40 0 0 0 0
-20 40 0 0 0 0
-10 40 0 0 0 0
0 40 0 0 0 0
10 40 0 0 3 5
20 40 2 3 6 9
30 40 2 3 6 8
40 40 2 3 6 8
50 40 2 3 6 8
4000 -50 40 0 0 0 0
-40 40 0 0 0 0
-30 40 0 0 0 0
-20 40 0 0 0 0
-10 40 0 0 0 0
0 40 0 0 0 0
10 40 2 3 6 9
20 40 2 3 6 9
30 40 2 3 6 8
40 40 2 3 6 8
50 40 2 3 6 8

7-7-2
 TM 1-1520-240-10

Table 7-7-1 EAPS Penalty Table (Continued)

Increase Total Decrease Torque Available (%)

Pressure OAT Fuel Flow By
Altitude (ft) (lb/hr) KTAS = 0 85 135 160
(_C)
6000 -50 35 2 2 5 6
-40 35 2 2 3 4
-30 35 1 0 1 2
-20 35 0 1 5 8
-10 35 2 3 7 9
0 35 2 3 7 9
10 35 2 3 6 9
20 35 2 3 6 9
30 35 2 3 6 8
40 35 2 3 6 8
50 35 2 3 6 8
8000 -50 35 2 2 5 6
-40 35 2 2 4 6
-30 35 2 2 4 6
-20 35 2 3 7 10
-10 35 2 3 7 9
0 35 2 3 7 9
10 35 2 3 6 9
20 35 2 3 6 9
30 35 2 3 6 8
40 35 2 3 6 8
50 35 2 3 6 8
10000 -50 30 2 2 5 6
-40 30 2 2 4 6
-30 30 2 2 4 6
-20 30 2 3 7 10
-10 30 2 3 7 10
0 30 2 3 7 9
10 30 2 3 6 9
20 30 2 3 6 9
30 30 2 3 6 8
40 30 2 3 6 8
50 30 2 3 6 8

7-7-3
TM 1-1520-240-10

Table 7-7-1 EAPS Penalty Table (Continued)

Increase Total Decrease Torque Available (%)
Pressure OAT Fuel Flow By
Altitude (ft) (lb/hr) KTAS = 0 85 135 160
(_C)
12000 -50 30 2 2 5 6
-40 30 2 2 4 6
-30 30 2 2 4 6
-20 30 2 3 7 10
-10 30 2 3 7 9
0 30 2 3 7 9
10 30 2 3 6 9
20 30 2 3 6 9
30 30 2 3 6 8
40 30 2 3 6 8
50 30 2 3 6 8
14000 -50 30 2 2 5 6
-40 30 2 2 4 6
-30 30 2 2 4 6
-20 30 2 3 7 10
-10 30 2 3 7 9
0 30 2 3 7 9
10 30 2 3 6 9
20 30 2 3 6 9
30 30 2 3 6 8
40 30 2 3 6 8
50 30 2 3 6 8
16000 -50 30 2 2 5 6
-40 30 2 2 4 6
-30 30 2 2 4 6
-20 30 2 3 7 10
-10 30 2 3 7 9
0 30 2 3 7 9
10 30 2 3 6 9
20 30 2 3 6 9
30 30 2 3 6 8
40 30 2 3 6 8

7-7-4
 TM 1-1520-240-10

Table 7-7-1 EAPS Penalty Table (Continued)

Increase Total Decrease Torque Available (%)
Pressure OAT Fuel Flow By
Altitude (ft) (lb/hr) KTAS = 0 85 135 160
(_C)
18000 -50 25 2 2 5 6
-40 25 2 2 4 6
-30 25 2 2 4 6
-20 25 2 3 7 10
-10 25 2 3 7 9
0 25 2 3 7 9
10 25 2 3 6 9
20 25 2 3 6 9
20000 -50 25 2 2 5 6
-40 25 2 2 4 6
-30 25 2 2 4 6
-20 25 2 3 7 10
-10 25 2 3 7 9
0 25 2 3 7 9
10 25 2 3 6 9
20 25 2 3 6 9

7-7-5
TM 1-1520-240-10

CRUISE EXAMPLE
EXAMPLE 1 (DUAL ENGINE) EXAMPLE 2 (DUAL ENGINE)
(DASH LINE)
WANTED:
WANTED:
SPEED FOR MAXIMUM ENDURANCE
TORQUE REQUIRED FOR LEVEL FLIGHT, FUEL
SPEED FOR MAXIMUM RANGE FLOW, AND INDICATED AIRSPEED AT TAS = 120
KN.
MAX. SPEED AT CONTINUOUS TORQUE RATING
ESTIMATED AIRSPEED LIMIT WITH CRUISE
KNOWN:
GUIDE INDICATOR OPERATIVE GROSS WEIGHT = 45,000 LB.
PRESSURE ALTITUDE = SEA LEVEL
FAT = 35_C
KNOWN:
TRUE AIRSPEED = 120KN
GROSS WEIGHT = 50,000 LB.
PRESSURE ALTITUDE = SEA LEVEL
METHOD 1 (SIMPLEST)
FAT = 30_C USE NEXT HIGHER TEMPERATURE (40_C)
ENTER TAS, MOVE RIGHT TO GROSS WEIGHT
MOVE DOWN READ TORQUE REQ’D = 55%
METHOD: (PER ENGINE 0
READ SPEEDS WHERE GROSS WEIGHT LINE MOVE UP READ FUEL FLOW = 2670 LB/HR
(TOTAL)
INTERSECTS PERFORMANCE OR LIMIT LINE
MOVE RIGHT READ IAS = 114 KN
MAXIMUM ENDURANCE: TAS = 89 KN, IAS = 83
METHOD 2 (INTERPOLATE)
MAXIMUM RANGE: TAS = 144 KN, IAS = 140 KN READ TORQUE REQ’D, FUEL FLOW, AND IAS AT
(REQUIRES POWER IN EXCESS OF MAX EACH ADJACENT TEMPERATURE THEN INTER-
POLATE BETWEEN TEMPERATURES
CONTINUOUS POWER)
MAX SPEED (CONTINUOUS TORQUE RATING): (REFER TO TABLE BELOW)
TAS = 130 KN, IAS = 127 KN
ESTIMATED AIRSPEED LIMIT (VCGI): 152 KN
IAS = 148 KN

PRESSURE ALTITUDE SEA LEVEL SEA LEVEL SEA LEVEL

FAT 30_C 40_C 35_C

TORQUE REQ’D (%) 54.7% 55% 54.9%
FUEL FLOW (LB/HR) 2620 2670 2645
IAS (KNOTS) 117 114 115.5

Figure 7-7-1. Example Cruise Chart (Sheet 1 of 2)

7-7-6
 TM 1-1520-240-10

Figure 7-7-1 Example Cruise Chart (Sheet 2 of 2)

7-7-7
TM 1-1520-240-10

Figure 7-7-2. 98 and 100% Rotor RPM, –50_C, Sea Level

7-7-8
 TM 1-1520-240-10

Figure 7-7-3. 98 and 100% Rotor RPM, –40_C, Sea Level

7-7-9
TM 1-1520-240-10

Figure 7-7-4. 98 and 100% Rotor RPM, –30_C, Sea Level

7-7-10
 TM 1-1520-240-10

Figure 7-7-5. 98 and 100% Rotor RPM, –20_C, Sea Level

7-7-11
TM 1-1520-240-10

Figure 7-7-6. 100% Rotor RPM, –10_ and and 0_C, Sea Level

7-7-12
 TM 1-1520-240-10

Figure 7-7-7. 100% Rotor RPM, 10_ and 20_C, Sea Level

7-7-13
TM 1-1520-240-10

Figure 7-7-8. 100% Rotor RPM, 30_ and 40_C, Sea Level

7-7-14
 TM 1-1520-240-10

Figure 7-7-9. 100% Rotor RPM, 50_C, Sea Level

7-7-15
TM 1-1520-240-10

Figure 7-7-10. 98 and 100% Rotor RPM, –50_C, 2,000 Feet

7-7-16
 TM 1-1520-240-10

Figure 7-7-11. 98 and 100% Rotor RPM, –40_C, 2,000 Feet

7-7-17
TM 1-1520-240-10

Figure 7-7-12. 98 and 100% Rotor RPM, –30_C, 2,000 Feet

7-7-18
 TM 1-1520-240-10

Figure 7-7-13. 98 and 100% Rotor RPM, –20_C, 2,000 Feet

7-7-19
TM 1-1520-240-10

Figure 7-7-14. 100% Rotor RPM, –10_ and 0_C, 2,000 Feet

7-7-20
 TM 1-1520-240-10

Figure 7-7-15. 100% Rotor RPM, 10_ and 20_C, 2,000 Feet

7-7-21
TM 1-1520-240-10

Figure 7-7-16. 100% Rotor RPM, 30_ and 40_C, 2,000 Feet

7-7-22
 TM 1-1520-240-10

Figure 7-7-17. 100% Rotor RPM, 50_C, 2,000 Feet

7-7-23
TM 1-1520-240-10

Figure 7-7-18. 98 and 100% Rotor RPM, –50_C, 4,000 Feet

7-7-24
 TM 1-1520-240-10

Figure 7-7-19. 98 and 100% Rotor RPM, –40_C, 4,000 Feet

7-7-25
TM 1-1520-240-10

Figure 7-7-20. 98 and 100% Rotor RPM, –30_C, 4,000 Feet

7-7-26
 TM 1-1520-240-10

Figure 7-7-21. 98 and 100% Rotor RPM, –20_C, 4,000 Feet

7-7-27
TM 1-1520-240-10

Figure 7-7-22. 100% Rotor RPM, –10_ and 0_C, 4,000 Feet

7-7-28
 TM 1-1520-240-10

Figure 7-7-23. 100% Rotor RPM, 10_ and 20_C, 4,000 Feet

7-7-29
TM 1-1520-240-10

Figure 7-7-24. 100% Rotor RPM, 30_ and 40_C, 4,000 Feet

7-7-30
 TM 1-1520-240-10

Figure 7-7-25. 100% Rotor RPM, 50_C, 4,000 Feet

7-7-31
TM 1-1520-240-10

Figure 7-7-26. 98 and 100% Rotor RPM, –50_C, 6,000 Feet

7-7-32
 TM 1-1520-240-10

Figure 7-7-27. 98 and 100% Rotor RPM, –40_C, 6,000 Feet

7-7-33
TM 1-1520-240-10

Figure 7-7-28. 98 and 100% Rotor RPM, –30_C, 6,000 Feet

7-7-34
 TM 1-1520-240-10

Figure 7-7-29. 98 and 100% Rotor RPM, –20_C, 6,000 Feet

7-7-35
TM 1-1520-240-10

Figure 7-7-30. 100% Rotor RPM, –10_and 0_C, 6,000 Feet

7-7-36
 TM 1-1520-240-10

Figure 7-7-31. 100% Rotor RPM, 10_ and 20_C, 6,000 Feet

7-7-37
TM 1-1520-240-10

Figure 7-7-32. 100% Rotor RPM, 30_ and 40_C, 6,000 Feet

7-7-38
 TM 1-1520-240-10

Figure 7-7-33. 100% Rotor RPM, 50_C, 6,000 Feet

7-7-39
TM 1-1520-240-10

Figure 7-7-34. 98 and 100% RPM, –50_C, 8,000 Feet

7-7-40
 TM 1-1520-240-10

Figure 7-7-35. 98 and 100% Rotor RPM, –40_C, 8,000 Feet

7-7-41
TM 1-1520-240-10

Figure 7-7-36. 98 and 100% Rotor RPM, –30_C, 8,000 Feet

7-7-42
 TM 1-1520-240-10

Figure 7-7-37. 98 and 100% Rotor RPM, –20_C, 8,000 Feet

7-7-43
TM 1-1520-240-10

Figure 7-7-38. 100% Rotor RPM, –10_ and 0_C, 8,000 Feet

7-7-44
 TM 1-1520-240-10

Figure 7-7-39. 100% Rotor RPM, 10_ and 20_C, 8,000 Feet

7-7-45
TM 1-1520-240-10

Figure 7-7-40. 100% Rotor RPM, 30_ and 40_C, 8,000 Feet

7-7-46
 TM 1-1520-240-10

Figure 7-7-41. 100% Rotor RPM, 50_C, 8,000 Feet

7-7-47
TM 1-1520-240-10

Figure 7-7-42. 98 and 100% Rotor RPM, –50_C, 10,000 Feet

7-7-48
 TM 1-1520-240-10

Figure 7-7-43. 98 and 100% Rotor RPM, –40_C, 10,000 Feet

7-7-49
TM 1-1520-240-10

Figure 7-7-44. 98 and 100% Rotor RPM, –30_C, 10,000 Feet

7-7-50
 TM 1-1520-240-10

Figure 7-7-45. 98 and 100% Rotor RPM, –20_C, 10,000 Feet

7-7-51
TM 1-1520-240-10

Figure 7-7-46. 100% Rotor RPM, –10_ and 0_C, 10,000 Feet

7-7-52
 TM 1-1520-240-10

Figure 7-7-47. 100% Rotor RPM, 10_ and 20_C, 10,000 Feet

7-7-53
TM 1-1520-240-10

Figure 7-7-48. 100% Rotor RPM, 30_ and 40_C, 10,000 Feet

7-7-54
 TM 1-1520-240-10

Figure 7-7-49. 100% Rotor RPM, 50_C, 10,000 Feet

7-7-55
TM 1-1520-240-10

Figure 7-7-50. 98 and 100% Rotor RPM, –50_C, 12,000 Feet

7-7-56
 TM 1-1520-240-10

Figure 7-7-51. 98 and 100% Rotor RPM, –40_C, 12,000 Feet

7-7-57
TM 1-1520-240-10

Figure 7-7-52. 98 and 100% Rotor RPM, –30_C, 12,000 Feet

7-7-58
 TM 1-1520-240-10

Figure 7-7-53. 98 and 100% Rotor RPM, –20_C, 12,000 Feet

7-7-59
TM 1-1520-240-10

Figure 7-7-54. 100% Rotor RPM, –10_ and 0_C, 12,000 Feet

7-7-60
 TM 1-1520-240-10

Figure 7-7-55. 100% Rotor RPM, 10_ and 20_C, 12,000 Feet

7-7-61
TM 1-1520-240-10

Figure 7-7-56. 100% Rotor RPM, 30_ and 40_C, 12,000 Feet

7-7-62
 TM 1-1520-240-10

Figure 7-7-57. 100% Rotor RPM, 50_C, 12,000 Feet

7-7-63
TM 1-1520-240-10

Figure 7-7-58. 98 and 100% Rotor RPM, -50_C, 14,000 Feet

7-7-64
 TM 1-1520-240-10

Figure 7-7-59. 98 and 100% Rotor RPM, –40_C, 14,000 Feet

7-7-65
TM 1-1520-240-10

Figure 7-7-60. 98 and 100% Rotor RPM, –30_C, 14,000 Feet

7-7-66
 TM 1-1520-240-10

Figure 7-7-61. 98 and 100% Rotor RPM, –20_C, 14,000 Feet

7-7-67
TM 1-1520-240-10

Figure 7-7-62. 100% Rotor RPM, –10_ and 0_C, 14,000 Feet

7-7-68
 TM 1-1520-240-10

Figure 7-7-63. 100% Rotor RPM, 10_ and 20_C, 14,000 Feet

7-7-69
TM 1-1520-240-10

Figure 7-7-64. 100% Rotor RPM, 30_ and 40_C, 14,000 Feet

7-7-70
 TM 1-1520-240-10

Figure 7-7-65. 100% Rotor RPM, 50_C, 14,000 Feet

7-7-71
TM 1-1520-240-10

Figure 7-7-66. 98 and 100% Rotor RPM, –50_C, 16,000 Feet

7-7-72
 TM 1-1520-240-10

Figure 7-7-67. 98 and 100% Rotor RPM, –40_C, 16,000 Feet

7-7-73
TM 1-1520-240-10

Figure 7-7-68. 98 and 100% Rotor RPM, –30_C, 16,000 Feet

7-7-74
 TM 1-1520-240-10

Figure 7-7-69. 98 and 100% Rotor RPM, –20_C, 16,000 Feet

7-7-75
TM 1-1520-240-10

Figure 7-7-70. 100% Rotor RPM, –10_ and 0_C, 16,000 Feet

7-7-76
 TM 1-1520-240-10

Figure 7-7-71. 100% Rotor RPM, 10_ and 20_C, 16,000 Feet

7-7-77
TM 1-1520-240-10

Figure 7-7-72. 100% Rotor RPM, 30_ and 40_C, 16,000 Feet

7-7-78
 TM 1-1520-240-10

Figure 7-7-73. 98 and 100% Rotor RPM, –50_C, 18,000 Feet

7-7-79
TM 1-1520-240-10

Figure 7-7-74. 98 and 100% Rotor RPM, –40_C, 18,000 Feet

7-7-80
 TM 1-1520-240-10

Figure 7-7-75. 98 and 100% Rotor RPM, –30_C, 18,000 Feet

7-7-81
TM 1-1520-240-10

Figure 7-7-76. 98 and 100% Rotor RPM, –20_C, 18,000 Feet

7-7-82
 TM 1-1520-240-10

Figure 7-7-77. 98 and 100% Rotor RPM, –10_ and 0_C, 18,000 Feet

7-7-83
TM 1-1520-240-10

Figure 7-7-78. 98 and 100% Rotor RPM, 10_ and 20_C, 18,000 Feet

7-7-84
 TM 1-1520-240-10

Figure 7-7-79. 98 and 100% Rotor RPM, –50_C, 20,000 Feet

7-7-85
TM 1-1520-240-10

Figure 7-7-80. 98 and 100% Rotor RPM, –40_C, 20,000 Feet

7-7-86
 TM 1-1520-240-10

Figure 7-7-81. 98 and 100% Rotor RPM, –30_C, 20,000 Feet

7-7-87
TM 1-1520-240-10

Figure 7-7-82. 98 and 100% Rotor RPM, –20_C, 20,000 Feet

7-7-88
 TM 1-1520-240-10

Figure 7-7-83. 100% Rotor RPM, –10_ and 0_C, 20,000 Feet

7-7-89
TM 1-1520-240-10

Figure 7-7-84. 100% Rotor RPM, 10_ and 20_C, 20,000 Feet

7-7-90
 TM 1-1520-240-10

SECTION VIII. DRAG

7-8-1. Description. Table 7-8-1. Change in Drag Area of Typical Exter-
nal Loads
The drag chart (fig. 7-8-1) shows the torque change re-
quired for flight due to drag area change as a result of DRAG
external configuration changes. AREA
7-8-2. Use of Charts. CHANGE
LOAD SQ FT
The primary use of the chart is illustrated by the example.
To determine the change in torque, it is necessary to CONTAINERS: (1)
know the drag area change, TAS, PA, and FAT. From the 8 FT x 8FT x 20 FT CONEX 150/100(2)
table below find the drag area change associated with
the configuration, or estimate if necessary. Enter chart ISU-60 62
at known drag area change, move right to TAS, move
down to PA, move left to FAT, then move down and read ISU-90 81
change in engine torque. (2) ISU-90 115(2)
7-8-3. Conditions. (2) 500 GAL FUEL CELLS 40
The drag chart is based on operating at 100% RRPM. (3) 500 GAL FUEL CELLS 60
(4) 500 GAL FUEL CELLS 80
TRUCKS: (1)
HMMWV (ENCLOSED VEHICLE) 49/28(2)
HMMWV (TOW LAUNCHER) 54/31(2)
M34 1/2 TON DUMP 100
M35 2 1/2 TON CARGO 80
HOWITZERS:
M2A1-105MM 50
M102-105MM 50
M198-105MM 149/50(2)
HELICOPTERS:
OH-58 HELICOPTER 93(3)
UH-60 HELICOPTER 175(3)
AH-64 HELICOPTER 170(3)
CH-47 HELICOPTER 230(2)(4)
1) RIGGED IN ACCORDANCE DATA
WITH FM 10-450 BASIS:
(2) WITH DUAL POINT SUSPEN ESTIMATED/
SION FLIGHT
(3) RIGGED IN ACCORDANCE TEST
WITH TM-1-1670-260-12&P
(UNMARK)
(4) RIGGED IN ACCORDANCE
WITH TM 1-1520-240-BD

7-8-1
TM 1-1520-240-10

Figure 7-8-1. Drag Chart

7-8-2

SECTION IX. CLIMB DESCENT
7-9-1. Description.
a. Climb and descent performances may be seen in
figure 7-9-1, which presents change in torque to climb or
descend at selected GWs.
b. The climb performance charts, figure 7-9-2, shows
relationships between GW, initial and final altitude and
temperatures, time to climb, and distance covered and
fuel used while climbing. The chart is presented for
climbing at hotter and colder temperatures, intermediate
torque (30 minute operation).
7-9-2. Use of Charts.
a. To determine torque change for a specified rate
of climb or rate of descent (fig. 7-9-1), enter rate of climb
or descent and move right to gross weight, move down
and read torque change. This torque change must be
added to the torque required for level flight for climb, or
subtracted for descent, to obtain total climb or descent
torque.
b. Rate of climb or descent may also be obtained by
entering with a known torque change, moving upward to
gross weight, moving left and reading rate of climb or
descent.
TM 1-1520-240-10
c. To use the climb performance charts (fig. 7-9-2),
enter at the top left at the known gross weight, (for heli-
copters with EAPS installed, enter chart at actual GW
plus 1000 pounds), move right to the initial press alt
(pressure altitude), move down to the FAT at that altitude,
and move left and record time, distance and fuel. Enter
again at the GW, move right to the final altitude, and
move down to the FAT at that altitude, and move left and
record time, distance, and fuel. Subtract the time, dis-
tance, and fuel values of the initial altitude-temperature
condition from those of the final altitude-temperature
condition to find the time to climb, distance covered, and
fuel used while climbing.
7-9-3. Conditions.
The climb and descent charts are based on 100%
RRPM. The climb speed schedule shown in figure 7-9-2
(see insert) is for optimum climb, that is, minimum power
required and maximum power available (30 minutes). It
is an average schedule for the GW range and atmo-
spheric conditions for the CH-47D.
7-9-1
TM 1-1520-240-10

Figure 7-9-1. Climb and Descent Chart

7-9-2
 TM 1-1520-240-10

Figure 7-9-2. Climb Performance (Sheet 1 of 2)

7-9-3
TM 1-1520-240-10

Figure 7-9-2. Climb Performance (Sheet 2 of 2)

7-9-4

SECTION X. FUEL FLOW
7-10-1. Description.
The idle fuel flow chart (fig. 7-10-1) presents engine fuel
flow sensitivity to PA and FAT for ground idle and flight
idle.
7-10-2. Use of Chart.
The primary use of the chart is illustrated by the example.
To determine idle fuel flow, it is necessary to know idle
condition, PA, and FAT. Enter PA, move right to FAT,
move down and read fuel flow.
TM 1-1520-240-10
7-10-3. Conditions.
a. Presented charts are based on the use of JP-4
fuel.
b. Ground idle is defined at 60 to 63 percent N1.
c. Ground detent minimum beep is defined as engine
condition levers at FLT, minimum beep and thrust control
at the detent.
d. The single engine fuel flow chart (fig. 7-10-2) base-
line is 0_C. Increase or decrease fuel flow by 1% for
every 10_C change in temperature.
7-10-4. EAPS Installed.
Increase fuel flow by an additional 1%.
7-10-1
TM 1-1520-240-10

Figure 7-10-1. Idle Fuel Flow Chart

7-10-2
 TM 1-1520-240-10

Figure 7-10-2. Idle Fuel Flow Chart

7-10-3/(7-10-4 blank)
 TM 1-1520-240-10

SECTION XI. AIRSPEED CALIBRATION

7-11-1. Description.
The airspeed calibration chart, figure 7-11-1, defines the
relationship between indicated (IAS) and calibrated air-
speed (CAS) for level flight, climb, and autorotation.
7-11-2. Use of Chart.
The primary use of the chart is illustrated by example. To
determine calibrated airspeed, it is necessary to know
IAS and flight regime. Enter chart at indicated airspeed,
move right to appropriate flight regime, move down and
read calibrated airspeed.
7-11-3. Conditions.
Presented airspeed calibration charts are for CH-47D
helicopters with T55-L-712 engines.

7-11-1
TM 1-1520-240-10

Figure 7-11-1. Airspeed Calibration Chart

7-11-2

CHAPTER 7A
714A PERFORMANCE DATA
SECTION I. INTRODUCTION
7A-1-1. Purpose.
The purpose of this chapter is to provide the best avail-
able performance data for the CH-47D helicopter. Regu-
lar use of this information will enable you to receive maxi-
mum safe utilization from the aircraft. Although
maximum performance is not always required, regular
use of this chapter is recommended for the following
reasons.
a. Knowledge of your performance margin will allow
you to make better decisions when unexpected condi-
tions or alternate missions are encountered
b. Situations requiring maximum performance will
be more readily recognized.
c. Familiarity with the data will allow performance to
be computed more easily and quickly
d. Experience will be gained in accurately estimat-
ing the effects of variables for which data are not present-
ed.
7A-1-2. General Data.
The data presented covers the maximum range of condi-
tions and performance that can reasonably be expected.
In each area of performance, the effects of altitude, tem-
perature, gross weight (GW), and other parameters re-
lating to that phase of flight are presented. In addition to
the presented data, your judgement and experience will
be necessary to accurately obtain performance under a
given set of circumstances. The conditions for the data
are listed under the title of each chart. The effects of
different conditions are discussed in the text accompany-
ing each phase of performance. Where practical, data is
presented at conservative conditions. However, NO
GENERAL CONSERVATISM HAS BEEN APPLIED. All
performance data presented is within the applicable lim-
its of the aircraft.
CAUTION
Exceeding operating limits can cause per-
manent damage to critical components.
Over limit operation can decrease perfor-
mance, cause immediate failure,or failure
on a subsequent flight.
7A-1-3. Limits.
Applicable limit lines are shown on the charts. The
dashed lines on the cruise charts are estimated airspeed
TM 1-1520-240-10
limits with an operating cruise guide indicator (CGI).
Airspeed limits with the CGI inoperative are in Chapter
5.If limits are exceeded, minimize the degree and time.
7A-1-4. Use of Charts.
a. Chart Explanation. The first page of each sec-
tion describes the chart(s) and explains its use.
b. The primary use of each chart is given in an ex-
ample and a guideline is provided to help you follow the
route through the chart. The use of a straight edge (ruler
or page edge) and a hard fine point pencil is recom-
mended to avoid cumulative errors. The majority of the
charts provide a standard pattern for use as follows:
enter first variable on the top left scale, move right to the
second variable, deflect down at right angles to the third
variable, deflect left at right angles to the fourth variable,
deflect down, etc. until the final variable is read out at the
final scale. In addition to the primary use, other uses of
each chart are explained in the text accompanying each
set of performance charts.
NOTE
An example of an auxiliary use of the charts
referenced above is as follows: Although the
hover chart is primarily arranged to find
torque required to hover, by entering torque
available as torque required, maximum wheel
height for hover can also be found. In general,
any single variable can be found if all others
are known. Also, the tradeoffs between vari-
ables can be found. For example, at a given
pressure altitude (PA), you can find the maxi-
mum GW capability as free air temperature
(FAT) changes.
c. Dashed Line Data. Data beyond conditions for
which tests were conducted, or for which estimates are
used, are shown as dashed lines.
7A-1-5. Data Basis.
The type of data used is indicated at the bottom of each
performance chart under DATA BASIS. The applicable
report and date of the data are also given. The data
provided generally is based on one of the following cate-
gories.
a. Flight Test Data. Data obtained by flight test of
the aircraft by experienced flight test personnel at precise
conditions using sensitive calibrated instruments.
b. Calculated Data. Data based on tests, but not on
flight test of the complete aircraft.
7A-1-1
TM 1-1520-240-10
c. Estimated Data. Data based on estimates using
aerodynamic theory or other means but not verified by
flight test.
7A-1-6. Specific Conditions.
The data presented is accurate only for specific condi-
tions listed under the title of each chart. Variables for
which data are not presented, but which may affect that
phase of performance, are discussed in the text. Where
data is available or reasonable estimates can be made,
the amount that each variable affects performance will be
given.
7A-1-7. General Conditions.
In addition to the specific conditions, the following gener-
al conditions are applicable to the performance data.
a. Rigging. All airframe and engine controls are
assumed to be rigged within allowable tolerances.
b. Pilot Technique. Normal pilot technique is
assumed.
c. Aircraft Variation. Variations in performance
between individual aircraft are known to exist: however,
they are considered to be small and cannot be accounted
for individually.
d. Instrument Variations. The data shown in the
performance charts does not allow for instrument
inaccuracies or malfunctions.
7A-1-2
e. Airspeed Calibrations. The airspeed calibration
chart presents the difference between indicated airspeed
(IAS), and calibrated airspeeds (CAS) for different flight
conditions.
f. Except as noted, all data is for clean configuration
(all doors installed, without armament).
g. Types of Fuel. All flight performance data is
based on JP-5 fuel. The change in fuel flow and torque
available, when using JP-4, JP-8, Aviation gasoline or
any other approved fuels, is insignificant.
7A-1-8. Performance Discrepancies.
Regular use of this chapter will allow you to monitor in-
struments and other aircraft systems for malfunction by
comparing actual performance with planned perfor-
mance. Knowledge will also be gained concerning the
effects of variables for which data are not provided,
thereby increasing the accuracy of performance predica-
tions.
7A-1-9. Definitions of Abbreviations.
Capitalization and punctuation of abbreviations varies,
depending upon the context in which they are used. In
general, full capital letter abbreviations are used in text
material, charts and illustrations. Periods do not usually
follow abbreviations; however, periods are used with ab-
breviations that could be mistaken for whole words if the
period were omitted.
 TM 1-1520-240-10

Figure 7A-1-1. Temperature Conversion Chart

7A-1-3/(7A-1-4 blank)

SECTION II. CONTINGENCY TORQUE AVAILABLE
7A-2-1. Contingency Torque Available.
Single engine contingency torque available may be ob-
tained from figure 7A-2-1. Available torque is presented
in terms of PA and FAT.
7A-2-2. Use of Chart.
The primary use of the chart is to determine available
engine torque for various combinations of PA and tem-
perature. To determine torque available, it is necessary
TM 1-1520-240-10
to know PA, and FAT. Enter the left side of the chart at
known temperature, move right to known pressure alti-
tude, then down to read torque available.
7A-2-3. Conditions.
The chart is based on a rotor speed of 100%.
7A-2-4. EAPS Installed.
Reduce the derived torque available by 2.0% however
not at transmission torque limit.
7A-2-1
TM 1-1520-240-10

Figure 7A-2-1. Contingency Torque Available

7A-2-2

SECTION III. MAXIMUM TORQUE AVAILABLE
7A-3-1. Maximum Torque Available (10 Minute Op-
eration).
Maximum torque available (10 minute operation) may be
obtained from figure 7A-3-1. Available torque is present-
ed in terms of pressure altitude and free air temperature.
7A-3-2. Use of Chart.
The primary use of the chart is to determine available
engine torque for various combinations of pressure alti-
tude and temperature. To determine torque available, it
is necessary to know pressure altitude and free air tem-
perature. Enter the left side of the chart at known temper-
ature, move right to known pressure altitude, then down
to read torque available.
7A-3-3. EAPS Installed.
Reduce the derived torque available by 1.8% however
not at transmission torque limit.
TM 1-1520-240-10
7A-3-4. Conditions.
The chart is based on a rotor speed of 100%.
7A-3-5. Intermediate Torque Available (30 Minute
Operation).
Maximum Torque Available (30 Minute Operation) may
be obtained from figure 7A-3-2. Available torque is pre-
sented in terms of PA and FAT.
7A-3-6. Use of Chart.
The chart is based on a rotor speed of 100%.
7A-3-7. Conditions.
The chart is based on a rotor speed of 100%.
7A-3-8. EAPS Installed.
Reduce the derived torque available by 1.8% however
not at transmission torque limit.
7A-3-1
TM 1-1520-240-10

Figure 7A-3-1. Maximum Torque Available (10 - Minute Operation)

7A-3-2
 TM 1-1520-240-10

Figure 7A-3-2. Intermediate Torque Available (30 - Minute Operation)

7A-3-3/(7A-3-4 blank)
 TM 1-1520-240-10

SECTION IV. CONTINUOUS TORQUE AVAILABLE

7A-4-1. Continuous Torque Available
Continuous torque available may be obtained from figure
7A-4-1. Available torque is presented in terms of PA and
FAT.
7A-4-2. Use of Chart
The primary use of the chart is to determine available
engine torque for various combinations of PA and tempera-
ture. To determine torque available, it is necessary to know
PA and FAT. Enter the left side of the chart at known tem-
perature, move right to known pressure altitude, then down
to read torque available.
7A-4-3. Conditions.
This chart is based on a rotor speed of 100%.
7A-4-4. EAPS Installed.
Reduce the derived torque available by 1.8% however
not at transmission torque limit.

7A-4-1
TM 1-1520-240-10

Figure 7A-4-1. Continuous Torque Available

7A-4-2

SECTION V. HOVER
7A-5-1. Description.
The hover chart, figure 7A-5-1, presents torque required
to hover at 100% RRPM at various combinations of PA,
FAT, GW, and wheel height for single and dual engine
operation.
7A-5-2. Use of Chart.
a. The primary use of the charts is illustrated by the
example. To determine the torque required to hover, it is
necessary to know PA, FAT, GW, and desired wheel
height. Enter the upper right grid at the known pressure
altitude, move right to the temperature, move down to
gross weight. Move left to desired wheel height, deflect
down and read torque required for dual engine or single
engine operation
b. In addition to the primary use, the hover ceiling
charts (fig. 7A-5-2) may be used to predict maximum
hover height. This information is necessary for use of the
takeoff chart found in figure 7A-6-1. To determine maxi-
mum hover height, it is necessary to know PA, FAT, GW,
and maximum torque available. Enter at the known pres-
sure altitude, move right to FAT, move down to gross
weight, move left to intersection with maximum torque
available and read wheel height. This wheel height is the
maximum hover height.
TM 1-1520-240-10
c. The hover charts may also be used to determine
maximum GW for hover at a given wheel height, PA, and
temperature. Enter at known pressure altitude, move
right to the FAT, then move down to the bottom of the
lower grid, and read density altitude. Now enter lower left
grid at maximum torque available. Move up to wheel
height, then move right to density altitude and read GW-
This is the maximum gross weight at which the helicopter
will hover.
7A-5-3. Conditions.
a. The hover chart is based on calm wind, level surface,
and 100% RRPM.
b. Hover in ground effect (HIGE) data is based on
hovering over a level surface. For normal transition from
hover to forward flight, the minimum hover wheel height
should be 10 feet to prevent ground contact. If helicopter
is to hover over a surface known to be steep, covered
with vegetation, or if type of terrain is unknown, the flight
should be planned for hover out of ground effect (HOGE)
capability.
7A-5-1
TM 1-1520-240-10

Figure 7A-5-1. Hover Chart

7A-5-2
 TM 1-1520-240-10

Figure 7A-5-2. Hover Ceiling

7A-5-3/(7A-5-4 blank)
 TM 1-1520-240-10

SECTION VI. TAKEOFF

7A-6-1. Description. b. A hover check should be made prior to takeoff to
verify hover capability. If winds are present, hover capa-
The takeoff chart, figure 7A-6-1, defines distances re- bility will be greater than predicted since the hover chart
quired to clear obstacles of 50 feet, 100 feet, 150 feet, is based on calm wind conditions.
and 200 feet based upon maximum hover height capabil-
ity and true airspeed. The procedure for takeoff is the
level flight acceleration technique. The maximum hover
heights shown are indicative of helicopter performance 7A-6-3. Conditions.
capability and do not imply that this hover height must be
maintained through takeoff. a. The takeoff chart is based on calm wind condi-
NOTE tions. Since the surface wind velocity and direction can-
not be accurately predicted, all takeoff planning should
The maximum hover heights shown are indic- be based on calm air conditions. Takeoff into the wind will
ative of helicopter performance capability and improve takeoff performance.
do not imply that this hover height must be
maintained through takeoff.
7A-6-2. Use of Chart.
The primary use of the chart is illustrated by the exam- CAUTION
ples.
a. To determine the distance required to clear an
A tailwind during takeoff and climb - out
obstacle, it is necessary to know maximum hover height
will increase the distance for obstacle
(hover capability), obstacle height, and climbout true air-
clearance and may prevent a successful
speed. Calculation of maximum hover height is de-
takeoff.
scribed in Section V, Hover. Enter the chart for the re-
quired obstacle height, move right to desired true
climbout airspeed, then down and read distance required b. Takeoff performance data are based on the use
to clear obstacle. of maximum torque available at 100% RRPM

7A-6-1
TM 1-1520-240-10

(2) T55-GA-714A

Figure 7A-6-1. Takeoff Chart

7A-6-2

SECTION VII. CRUISE
7A-7-1. Description.
The cruise charts, figures 7A-7-1 through 7A-7-84, pres-
ent torque requirements and fuel flow for cruise flight as
a function of airspeed and gross weight for various com-
binations of pressure altitude and free air temperature.
Dot pattern (shaded) area indicates time limited opera-
tion
7A-7-2. Use of Charts.
The primary use of charts is illustrated by the example
cruise chart (fig. 7A-7-1). To use the charts it is usually
necessary to know the planned PA, estimated FAT,
planned cruise TAS, and the GW. First select the proper
chart based on PA and free air temperature. Enter the
chart at the cruise TAS, move right and read IAS, move
left to the GW, move down and read torque required, then
move up and read associated fuel flow. Maximum perfor-
mance conditions are determined by entering the chart
where the maximum range line or maximum endurance
and rate of climb (R/C) line intersect the gross weight
line: then read airspeed, fuel flow, and torque required.
Normally, sufficient accuracy can be obtained by select-
ing the chart nearest to the planned cruising altitude and
FAT, or move conservatively, by selecting the chart with
the next higher altitude and FAT (example cruise chart,
method one). If greater accuracy is required, interpola-
tion between altitudes and/or temperatures is permissi-
ble (example cruise chart, method two). To be conserva-
tive, use the GW at the beginning of the cruise flight. For
improved accuracy or long flights, it is preferable to deter-
mine cruise information for several flight segments to
allow for decreasing GW.
a. Airspeed. True and indicated airspeeds are pre-
sented at opposite sides of each chart. On any chart, IAS
can be directly converted to TAS (or vice versa) by read-
ing directly across the chart without regard to other chart
information. Estimated airspeed limits with an operating
CGI appear as dashed lines on each chart. Airspeed
limits with the CGI inoperative are presented in the air-
speed limits section of Chapter 5.
NOTE
Airspeed limitations with an operative cruise
guide indicator are per the indicator display.
Estimated values shown on these cruise
charts are for information only, as an aid to
pre–flight planning.
TM 1-1520-240-10
b. Torque. Since PA and temperature are defined
for each chart, torque required varies only with GW and
airspeed. The torque required per engine as presented
on the charts is for dual engine operation. The torque
required for single engine operation is double the dual
engine torque value for any given condition. See cruise
chart example 2 for example on torque required. The
torque available limits shown are either transmission or
engine torque limits (whichever is least).
c. Fuel Flow. The fuel flow scales presented on
each chart opposite the torque scales are for dual engine
operation. Torque may be converted directly to fuel flow
on any chart without regard to other chart information. A
single engine fuel flow chart is presented in Section X.
Torque required for any given condition as obtained from
the preceding cruise charts should be doubled before
being used to obtain single engine fuel flow from this
chart.
d. Maximum Range. Maximum range lines indicate
optimum GW/cruise speed conditions with respect to dis-
tance covered per pound of fuel consumed for zero wind
condition.
e. Maximum Endurance and Rate of Climb. Maxi-
mum endurance and rate of climb lines indicate optimum
GW / cruise speed conditions for maximum endurance
and maximum rate of climb. These conditions require
minimum fuel flow (maximum endurance) and provide
maximum torque change for climb (maximum rate of
climb). This airspeed also represents the best single
engine airspeed.
7A-7-3. Conditions.
The cruise charts are based on 100% RRPM for ambient
temperatures of -10_C and above, and 98% and 100%
RRPM for ambient temperatures of -20_C and below.
7A-7-4. Performance Penalties with EAPS.
The engine performance loss with EAPS installed is
shown in the table 7A-7-1. The corrections shown in the
table are to be applied to the applicable performance
data shown in Chapter 7.
7A-7-1
TM 1-1520-240-10

Table 7A-7-1. EAPS Penalty Table

Increase Total Decrease Torque Available (%)

Pressure OAT Fuel Flow By
Altitude (ft) (lb/hr) KTAS = 0 85 135 160
(_C)
Seal Level -50 40 0 0 0 0
-40 40 0 0 0 0
-30 40 0 0 0 0
-20 40 0 0 0 0
-10 40 0 0 0 0
0 40 0 0 0 0
10 40 0 0 0 0
20 40 0 0 3 5
30 40 2 3 6 8
40 40 2 3 6 8
50 40 2 3 6 8
2000 -50 40 0 0 0 0
-40 40 0 0 0 0
-30 40 0 0 0 0
-20 40 0 0 0 0
-10 40 0 0 0 0
0 40 0 0 0 0
10 40 0 0 3 5
20 40 2 3 6 9
30 40 2 3 6 8
40 40 2 3 6 8
50 40 2 3 6 8
4000 -50 40 0 0 0 0
-40 40 0 0 0 0
-30 40 0 0 0 0
-20 40 0 0 0 0
-10 40 0 0 0 0
0 40 0 0 0 0
10 40 2 3 6 9
20 40 2 3 6 9
30 40 2 3 6 8
40 40 2 3 6 8
50 40 2 3 6 8

7A-7-2
 TM 1-1520-240-10

Table 7A-7-1. EAPS Penalty Table (Continued)

Increase Total Decrease Torque Available (%)

Pressure OAT Fuel Flow By
Altitude (ft) (lb/hr) KTAS = 0 85 135 160
(_C)
6000 -50 35 2 2 5 6
-40 35 2 2 3 4
-30 35 1 0 1 2
-20 35 0 1 5 8
-10 35 2 3 7 9
0 35 2 3 7 9
10 35 2 3 6 9
20 35 2 3 6 9
30 35 2 3 6 8
40 35 2 3 6 8
50 35 2 3 6 8
8000 -50 35 2 2 5 6
-40 35 2 2 4 6
-30 35 2 2 4 6
-20 35 2 3 7 10
-10 35 2 3 7 9
0 35 2 3 7 9
10 35 2 3 6 9
20 35 2 3 6 9
30 35 2 3 6 8
40 35 2 3 6 8
50 35 2 3 6 8
10000 -50 30 2 2 5 6
-40 30 2 2 4 6
-30 30 2 2 4 6
-20 30 2 3 7 10
-10 30 2 3 7 10
0 30 2 3 7 9
10 30 2 3 6 9
20 30 2 3 6 9
30 30 2 3 6 8
40 30 2 3 6 8
50 30 2 3 6 8

7A-7-3
TM 1-1520-240-10

Table 7A-7-1. EAPS Penalty Table (Continued)

Increase Total Decrease Torque Available (%)
Pressure OAT Fuel Flow By
Altitude (ft) (lb/hr) KTAS = 0 85 135 160
(_C)
12000 -50 30 2 2 5 6
-40 30 2 2 4 6
-30 30 2 2 4 6
-20 30 2 3 7 10
-10 30 2 3 7 9
0 30 2 3 7 9
10 30 2 3 6 9
20 30 2 3 6 9
30 30 2 3 6 8
40 30 2 3 6 8
50 30 2 3 6 8
14000 -50 30 2 2 5 6
-40 30 2 2 4 6
-30 30 2 2 4 6
-20 30 2 3 7 10
-10 30 2 3 7 9
0 30 2 3 7 9
10 30 2 3 6 9
20 30 2 3 6 9
30 30 2 3 6 8
40 30 2 3 6 8
50 30 2 3 6 8
16000 -50 30 2 2 5 6
-40 30 2 2 4 6
-30 30 2 2 4 6
-20 30 2 3 7 10
-10 30 2 3 7 9
0 30 2 3 7 9
10 30 2 3 6 9
20 30 2 3 6 9
30 30 2 3 6 8
40 30 2 3 6 8

7A-7-4
 TM 1-1520-240-10

Table 7A-7-1. EAPS Penalty Table (Continued)

Increase Total Decrease Torque Available (%)
Pressure OAT Fuel Flow By
Altitude (ft) (lb/hr) KTAS = 0 85 135 160
(_C)
18000 -50 25 2 2 5 6
-40 25 2 2 4 6
-30 25 2 2 4 6
-20 25 2 3 7 10
-10 25 2 3 7 9
0 25 2 3 7 9
10 25 2 3 6 9
20 25 2 3 6 9
20000 -50 25 2 2 5 6
-40 25 2 2 4 6
-30 25 2 2 4 6
-20 25 2 3 7 10
-10 25 2 3 7 9
0 25 2 3 7 9
10 25 2 3 6 9
20 25 2 3 6 9

7A-7-5
TM 1-1520-240-10

CRUISE EXAMPLE EXAMPLE 2 (DUAL ENGINE)

(DASH LINE)
EXAMPLE 1 (DUAL ENGINE)
WANTED:
WANTED: TORQUE REQUIRED FOR LEVEL FLIGHT, FUEL FLOW,
AND INDICATED AIRSPEED AT TAS = 120 KN.
SPEED FOR MAXIMUM ENDURANCE
KNOWN:
SPEED FOR MAXIMUM RANGE
GROSS WEIGHT = 45,000 LB.
MAX. SPEED AT CONTINUOUS TORQUE RATING PRESSURE ALTITUDE = SEA LEVEL

ESTIMATED AIRSPEED LIMIT WITH CRUISE GUIDE FAT = 35_C

TRUE AIRSPEED = 120KN
INDICATOR (CGI) OPERATIVE
METHOD 1 (SIMPLEST)
KNOWN:
USE NEXT HIGHER TEMPERATURE (40_C)
GROSS WEIGHT = 50,000 LB. ENTER TAS, MOVE RIGHT TO GROSS WEIGHT
PRESSURE ALTITUDE = SEA LEVEL MOVE DOWN READ TORQUE REQ’D = 55% (PER
ENGINE)
FAT = 30_C
MOVE UP READ FUEL FLOW = 2,600 LB/HR (TOTAL)
METHOD: MOVE RIGHT READ IAS = 114 KN
READ SPEEDS WHERE GROSS WEIGHT LINE METHOD 2 (INTERPOLATE)
READ TORQUE REQ’D, FUEL FLOW, AND IAS AT EACH
INTERSECTS PERFORMANCE OR LIMIT LINE
ADJACENT TEMPERATURE THEN INTERPOLATE
MAXIMUM ENDURANCE: TAS = 89 KN, IAS = 83 KN BETWEEN TEMPERATURES

MAXIMUM RANGE: TAS = 144 KN, IAS = 140 KN

(REFER TO TABLE BELOW)
MAX SPEED (CONTINUOUS TORQUE RATING):

TAS = 152 KN, IAS = 149 KN

AIRSPEED LIMITED BY VCGI.

PRESSURE ALTITUDE SEA LEVEL SEA LEVEL SEA LEVEL

FAT 30_C 40_C 35_C

TORQUE REQ’D (%) 54.7% 55% 54.9%

FUEL FLOW (LB/H) 2,570 2,600 2,585

IAS (KNOTS) 117 114 115.5

Figure 7A-7-1. Example Cruise Chart (Sheet 1 of 2)

7A-7-6
 TM 1-1520-240-10

Figure 7A-7-1. Example Cruise Chart (Sheet 2 of 2)

7A-7-7
TM 1-1520-240-10

Figure 7A-7-2. 98 and 100% Rotor RPM, –50_C, Sea Level

7A-7-8
 TM 1-1520-240-10

Figure 7A-7-3. 98 and 100% Rotor RPM, –40_C, Sea Level

7A-7-9
TM 1-1520-240-10

Figure 7A-7-4. 98 and 100% Rotor RPM, –30_C, Sea Level

7A-7-10
 TM 1-1520-240-10

Figure 7A-7-5. 98 and 100% Rotor RPM, –20_C, Sea Level

7A-7-11
TM 1-1520-240-10

Figure 7A-7-6. 100% Rotor RPM, –10_ and 0_C, Sea Level

7A-7-12
 TM 1-1520-240-10

Figure 7A-7-7. 100% Rotor RPM, 10_ and 20_C, Sea Level

7A-7-13
TM 1-1520-240-10

Figure 7A-7-8. 100% Rotor RPM, 30_ and 40_C, Sea Level

7A-7-14
 TM 1-1520-240-10

Figure 7A-7-9. 100% Rotor RPM, 50_C, Sea Level

7A-7-15
TM 1-1520-240-10

Figure 7A-7-10. 98 and 100% Rotor RPM, –50_C, 2,000 Feet

7A-7-16
 TM 1-1520-240-10

Figure 7A-7-11. 98 and 100% Rotor RPM, –40_C, 2,000 Feet

7A-7-17
TM 1-1520-240-10

Figure 7A-7-12. 98 and 100% Rotor RPM, –30_C, 2,000 Feet

7A-7-18
 TM 1-1520-240-10

Figure 7A-7-13. 98 and 100% Rotor RPM, –20_C, 2,000 Feet

7A-7-19
TM 1-1520-240-10

Figure 7A-7-14. 100% Rotor RPM, -10_ and 0_C, 2,000 Feet

7A-7-20
 TM 1-1520-240-10

Figure 7A-7-15. 100% Rotor RPM, 10_ and 20_C, 2,000 Feet

7A-7-21
TM 1-1520-240-10

Figure 7A-7-16. 100% Rotor RPM, 30_ and 40_C, 2,000 Feet

7A-7-22
 TM 1-1520-240-10

Figure 7A-25.

Figure 7A-7-17. 100% Rotor RPM, 50_C, 2,000 Feet

7A-7-23
TM 1-1520-240-10

Figure 7A-7-18. 98 and 100% Rotor RPM, –50_C, 4,000 Feet

7A-7-24
 TM 1-1520-240-10

Figure 7A-7-19. 98 and 100% Rotor RPM, –40_C, 4,000 Feet

7A-7-25
TM 1-1520-240-10

Figure 7A-7-20. 98 and 100% Rotor RPM, –30_C, 4,000 Feet

7A-7-26
 TM 1-1520-240-10

Figure 7A-7-21. 98 and 100% Rotor RPM, –20_C, 4,000 Feet

7A-7-27
TM 1-1520-240-10

Figure 7A-7-22. 100% Rotor RPM, –10_ and 0_C, 4,000 Feet

7A-7-28
 TM 1-1520-240-10

Figure 7A-7-23. 100% Rotor RPM, 10_ and 20_C, 4,000 Feet

7A-7-29
TM 1-1520-240-10

Figure 7A-7-24. 100% Rotor RPM, 30_ and 40_C, 4,000 Feet

7A-7-30
 TM 1-1520-240-10

Figure 7A-7-25. 100% Rotor RPM, 50_C, 4,000 Feet

7A-7-31
TM 1-1520-240-10

Figure 7A-7-26. 98 and 100% Rotor RPM, –50_C, 6,000 Feet

7A-7-32
 TM 1-1520-240-10

Figure 7A-36.

Figure 7A-7-27. 98 and 100% Rotor RPM, –40_C, 6,000 Feet

7A-7-33
TM 1-1520-240-10

Figure 7A-7-28. 98 and 100% Rotor RPM, –30_C, 6,000 Feet

7A-7-34
 TM 1-1520-240-10

Figure 7A-7-29. 98 and 100% Rotor RPM, –20_C, 6,000 Feet

7A-7-35
TM 1-1520-240-10

Figure 7A-7-30. 100% Rotor RPM, –10_ and 0_C, 6,000 Feet

7A-7-36
 TM 1-1520-240-10

Figure 7A-7-31. 100% Rotor RPM, 10_ and 20_C, 6,000 Feet

7A-7-37
TM 1-1520-240-10

Figure 7A-7-32. 100% Rotor RPM, 30 and 40_C, 6,000 Feet

7A-7-38
 TM 1-1520-240-10

Figure 7A-7-33. 100% Rotor RPM, 50_C, 6,000 Feet

7A-7-39
TM 1-1520-240-10

Figure 7A-7-34. 98 and 100% Rotor RPM, –50_C, 8,000 Feet

7A-7-40
 TM 1-1520-240-10

Figure 7A-7-35. 98 and 100% Rotor RPM, –40_C, 8,000 Feet

7A-7-41
TM 1-1520-240-10

Figure 7A-7-36. 98 and 100% Rotor RPM, –30_C, 8,000 Feet

7A-7-42
 TM 1-1520-240-10

Figure 7A-46.

Figure 7A-7-37. 98 and 100% Rotor RPM, –20_C, 8,000 Feet

7A-7-43
TM 1-1520-240-10

Figure 7A-7-38. 100% Rotor RPM, –10_ and 0_C, 8,000 Feet

7A-7-44
 TM 1-1520-240-10

Figure 7A-7-39. 100% Rotor RPM, 10_ and 20_C, 8,000 Feet

7A-7-45
TM 1-1520-240-10

Figure 7A-7-40. 100% Rotor RPM, 30_ and 40_C, 8,000 Feet

7A-7-46
 TM 1-1520-240-10

Figure 7A-7-41. 100% Rotor RPM, 50_C, 8,000 Feet

7A-7-47
TM 1-1520-240-10

Figure 7A-7-42. 98 and 100% Rotor RPM, –50_C, 10,000 Feet

7A-7-48
 TM 1-1520-240-10

Figure 7A-7-43. 98 and 100% Rotor RPM, –40_C, 10,000 Feet

7A-7-49
TM 1-1520-240-10

Figure 7A-7-44. 98 and 100% Rotor RPM, –30_C, 10,000 Feet

7A-7-50
 TM 1-1520-240-10

Figure 7A-7-45. 98 and 100% Rotor RPM, –20_C, 10,000 Feet

7A-7-51
TM 1-1520-240-10

Figure 7A-7-46. 100% Rotor RPM, –10_ and 0_C, 10,000 Feet

7A-7-52
 TM 1-1520-240-10

Figure 7A-7-47. 100% Rotor RPM, 10_ and 20_C, 10,000 Feet

7A-7-53
TM 1-1520-240-10

Figure 7A-7-48. 100% Rotor RPM, 30_ and 40_C, 10,000 Feet

7A-7-54
 TM 1-1520-240-10

Figure 7A-7-49. 100% Rotor RPM, 50_C, 10,000 Feet

7A-7-55
TM 1-1520-240-10

Figure 7A-7-50. 98 and 100% Rotor RPM, –50_C, 12,000 Feet

7A-7-56
 TM 1-1520-240-10

Figure 7A-7-51. 98 and 100% Rotor RPM, –40_C, 12,000 Feet

7A-7-57
TM 1-1520-240-10

Figure 7A-7-52. 98 and 100% Rotor RPM, –30_C, 12,000 Feet

7A-7-58
 TM 1-1520-240-10

Figure 7A-7-53. 98 and 100% Rotor RPM, –20_C, 12,000 Feet

7A-7-59
TM 1-1520-240-10

Figure 7A-7-54. 100% Rotor RPM, –10_ and 0_C, 12,000 Feet

7A-7-60
 TM 1-1520-240-10

Figure 7A-7-55. 100% Rotor RPM, 10_ and 20_C, 12,000 Feet

7A-7-61
TM 1-1520-240-10

Figure 7A-7-56. 100% Rotor RPM, 30_ and 40_C, 12,000 Feet

7A-7-62
 TM 1-1520-240-10

Figure 7A-7-57. 100% Rotor RPM, 50_C, 12,000 Feet

7A-7-63
TM 1-1520-240-10

Figure 7A-7-58. 98 and 100% Rotor RPM, –50_C, 14,000 Feet

7A-7-64
 TM 1-1520-240-10

Figure 7A-7-59. 98 and 100% Rotor RPM, –40_C, 14,000 Feet

7A-7-65
TM 1-1520-240-10

Figure 7A-7-60. 98 and 100% Rotor RPM, –30_C, 14,000 Feet

7A-7-66
 TM 1-1520-240-10

Figure 7A-7-61. 98 and 100% Rotor RPM, –20_C, 14,000 Feet

7A-7-67
TM 1-1520-240-10

Figure 7A-7-62. 100% Rotor RPM, –10_ and 0_C, 14,000 Feet

7A-7-68
 TM 1-1520-240-10

Figure 7A-7-63. 100% Rotor RPM, 10_ and 20_C, 14,000 Feet

7A-7-69
TM 1-1520-240-10

Figure 7A-7-64. 100% Rotor RPM, 30_ and 40_C, 14,000 Feet

7A-7-70
 TM 1-1520-240-10

Figure 7A-7-65. 100% Rotor RPM, 50_C, 14,000 Feet

7A-7-71
TM 1-1520-240-10

Figure 7A-7-66. 98 and 100% Rotor RPM, –50_C, 16,000 Feet

7A-7-72
 TM 1-1520-240-10

Figure 7A-7-67. 98 and 100% Rotor RPM, –40_C, 16,000 Feet

7A-7-73
TM 1-1520-240-10

Figure 7A-7-68. 98 and 100% Rotor RPM, –30_C, 16,000 Feet

7A-7-74
 TM 1-1520-240-10

Figure 7A-7-69. 98 and 100% Rotor RPM, –20_C, 16,000 Feet

7A-7-75
TM 1-1520-240-10

Figure 7A-7-70. 100% Rotor RPM, –10_ and 0_C, 16,000 Feet

7A-7-76
 TM 1-1520-240-10

Figure 7A-7-71. 100% Rotor RPM, 10_ and 20_C, 16,000 Feet

7A-7-77
TM 1-1520-240-10

Figure 7A-7-72. 100% Rotor RPM, 30_ and 40_C, 16,000 Feet

7A-7-78
 TM 1-1520-240-10

Figure 7A-7-73. 98 and 100% Rotor RPM, –50_C, 18,000 Feet

7A-7-79
TM 1-1520-240-10

Figure 7A-7-74. 98 and 100% Rotor RPM, –40_C, 18,000 Feet

7A-7-80
 TM 1-1520-240-10

Figure 7A-7-75. 98 and 100% Rotor RPM, –30_C, 18,000 Feet

7A-7-81
TM 1-1520-240-10

Figure 7A-7-76. 98 and 100% Rotor RPM, –20_C, 18,000 Feet

7A-7-82
 TM 1-1520-240-10

Figure 7A-7-77. 100% Rotor RPM, –10_ and 0_C, 18,000 Feet

7A-7-83
TM 1-1520-240-10

Figure 7A-7-78. 100% Rotor RPM, –10_ and 20_C, 18,000 Feet

7A-7-84
 TM 1-1520-240-10

Figure 7A-7-79. 98 and 100% Rotor RPM, –50_C, 20,000 Feet

7A-7-85
TM 1-1520-240-10

Figure 7A-7-80. 98 and 100% Rotor RPM, –40_C, 20,000 Feet

7A-7-86
 TM 1-1520-240-10

Figure 7A-7-81. 98 and 100% Rotor RPM, –30_C, 20,000 Feet

7A-7-87
TM 1-1520-240-10

Figure 7A-7-82. 98 and 100% Rotor RPM, –20_C, 20,000 Feet

7A-7-88
 TM 1-1520-240-10

Figure 7A-7-83. 100% Rotor RPM, –10_ and 0_C, 20,000 Feet

7A-7-89
TM 1-1520-240-10

Figure 7A-7-84. 100% Rotor RPM, 10_ and 20_C, 20,000 Feet

7A-7-90
 TM 1-1520-240-10

SECTION VIII. DRAG

7A-8-1. Description. Table 7A–8-1. Change in Drag Area of Typical
External Loads
The drag chart (fig. 7A-8-1) shows the torque change
required for flight due to drag area change as a result of DRAG AREA
external configuration changes. CHANGE SQ
7A-8-2. Use of Chart. LOAD FT

The primary use of the chart is illustrated by the example. CONTAINERS: (1)
To determine the change in torque, it is necessary to 8 FT x 8FT x 20 FT CONEX 150/100(2)
know the drag area change, TAS, PA, and FAT. From the
table below find the drag area change associated with ISU-60 62
the configuration, or estimate if necessary. Enter chart
at known drag area change, move right to TAS, move ISU-90 81
down to PA, move left to FAT, then move down and read (2) ISU-90 115(2)
change in engine torque.
(2) 500 GAL FUEL CELLS 40
7A-8-3. Conditions.
(3) 500 GAL FUEL CELLS 60
The drag chart is based on operating at 100% RRPM.
(4) 500 GAL FUEL CELLS 80
TRUCKS: (1)
HMMWV (ENCLOSED VE- 49/28(2)
HICLE)
HMMWV (TOW LAUNCHER) 54/31(2)
M34 1/2 TON DUMP 100
M35 2 1/2 TON CARGO 80
HOWITZERS:
M2A1-105MM 50
M102-105MM 50
M198-105MM 149/50(2)
HELICOPTERS:
OH-58 HELICOPTER 93(3)
UH-60 HELICOPTER 175(3)
AH-64 HELICOPTER 170(3)
CH-47 HELICOPTER 230(2)(4)
(1) RIGGED IN ACCORDANCE DATA
WITH FM 10-450 BASIS:
(2) WITH DUAL POINT SUSPEN ESTIMATED/
SION FLIGHT TEST
(3) RIGGED IN ACCORDANCE
WITH TM-1-1670-260-12&P
(UNMARK)
(4) RIGGED IN ACCORDANCE
WITH TM 1-1520-240-BD

7A-8-1
TM 1-1520-240-10

Figure 7A-8-1. Drag Chart

7A-8-2

SECTION IX. CLIMB DESCENT
7A-9-1. Description.
a. Climb and descent performance may be seen in
figure 7A-9-1, which represents change in torque to climb
or descend at selected GWs.
b. The climb performance charts, figure 7A-9-2,
shows relationships between GW, initial and final altitude
and temperatures, time to climb, and distance covered
and fuel used while climbing. The chart is presented for
climbing at hotter and colder temperatures, intermedi-
ate torque (30 minute operation).
7A-9-2. Use of Chart.
The primary use of the charts is illustrated by the chart
examples.
a. To determine torque change for a specific rate of
climb or rate of descent (fig. 7A-9-1), enter rate of climb
or descent and move right to gross weight, move down
and read change. This torque change must be added to
the torque required for level flight for climb, or subtracted
for descent, to obtain total climb or descent torque.
TM 1-1520-240-10
b. Rate of climb or descent may also be obtained by
entering with a known torque change, moving upward to
gross weight, moving left and reading rate of climb or
descent.
c. To use the climb performance charts (fig. 7A-9-2),
enter at the top left at the known gross weight, move right
to the initial press alt (pressure altitude), move down to
the FAT at that altitude, and move left and record time,
distance, and fuel. Subtract the time, distance, and fuel
values of the initial altitude-temperature condition from
those of the final altitude-temperature condition to find
the time to climb, distance covered, and fuel used while
climbing.
7A-9-3. Conditions.
The climb and descent charts are based on 100%
RRPM. The climb speed schedule shown in figure
7A-9-2 (see insert) is for optimum climb, that is, minimum
power required and maximum power available (30 min-
utes). It is an average schedule for the GW range and
atmospheric conditions for the CH-47D.
7A-9-1
TM 1-1520-240-10

Figure 7A-9-1. Climb – Descent Chart

7A-9-2
 TM 1-1520-240-10

Figure 7A-9-2. Climb Performance (Sheet 1 of 2)

7A-9-3
TM 1-1520-240-10

Figure 7A-9-2. Climb Performance (Sheet 2 of 2)

7A-9-4

SECTION X. FUEL FLOW
7A-10-1. Description.
The idle fuel flow chart (fig. 7A-10-1) presents engine fuel
flow sensitivity to PA and FAT for ground idle and flight
idle.
7A-10-2. Use of Chart..
The primary use of charts is illustrated by the example.
To determine idle fuel flow, it is necessary to know idle
condition, PA, and FAT. Enter PA, move right to FAT,
move down and read fuel flow.
TM 1-1520-240-10
7A-10-3. Conditions.
a. Presented charts are based on the use of JP-4
fuel.
b. Ground idle is defined at 50 to 59% N1.
c. Thrust ground detent is defined as engine condi-
tion levers at FLT, NR selected 97%, and thrust control at
the detent.
d. The single engine fuel flow chart (fig. 7A-10-2)
baseline in 0_C. Increase or decrease fuel flow by 1
percent for every 10_C change in temperature.
7A-10-4. EAPS Installed.
Increase fuel flow by an additional 1%.
7A-10-1
TM 1-1520-240-10

Figure 7A-10-1. Idle Fuel Flow Chart

7A-10-2
 TM 1-1520-240-10

Figure 7A-10-2. Single Engine Fuel Flow Chart

7A-10-3/(7A-10-4 blank)

SECTION XI. AIRSPEED CALIBRATION
7A-11-1. Description.
The airspeed calibration chart, figure 7A-11-1, defines
the relationship between indicated (IAS), and calibrated
airspeed (CAS) for level flight, climb and autorotation.
7A-11-2. Use of Chart.
The primary use of the chart is illustrated by the example.
To determine calibrated airspeed, it is necessary to know
TM 1-1520-240-10
IAS and flight regime. Enter chart at indicated airspeed,
move right to appropriate flight regime, move down and
read calibrated airspeed.
7A-11-3. Conditions.
Presented airspeed calibration charts are for CH-47D
helicopters with T55-GA-714A engines.
7A-11-1
TM 1-1520-240-10

Figure 7A-11-1. Airspeed Calibration Chart

7A-11-2

CHAPTER 8
NORMAL PROCEDURES
SECTION I. MISSION PLANNING
8-1-1. Mission Planning.
Mission planning begins when the mission is assigned
and extends to the preflight check of the helicopter. It
includes, but is not limited to, checks of operating limits
and restrictions, weight/balance and loading, perfor-
mance, publications, flight plan, and crew briefings. The
pilot in command shall ensure compliance with the con-
tents of this manual that are applicable to the mission.
8-1-2. Aviation Life Support Equipment (ALSE).
All aviation life support equipment required for mission,
e.g., helmets, gloves, survival vests, survival kits, etc.
shall be checked.
8-1-3. Crew Duties/Responsibilities.
The minimum crew required to fly the helicopter is a pilot,
copilot, and a flight engineer. Additional crewmembers,
as required, may be added at the discretion of the com-
mander. The manner in which each crewmember per-
forms his related duties is the responsibility of the pilot in
command.
a. Pilot. The pilot in command is responsible for all
aspects of the mission planning, preflight, and operation
of the helicopter. He will assign duties and functions to all
other crew members as required. Prior to or during pre-
flight, the pilot in command ensure the crew is briefed on
the mission, performance data, monitoring of instru-
ments, communications, emergency procedures, and
armament procedures.
b. Copilot. The copilot must be familiar with the pi-
lot’s duties and the duties of the other crew positions. The
copilot will assist the pilot as directed.
c. Flight Engineer. The flight engineer will perform all
duties as assigned by the pilot in addition to the following
specific duties.
1. Performs or coordinates maintenance, servic-
ing, inspection, loading, and security of the helicopter.
2. Checks that log book is current and correct.
3. Accompanies the pilot during preflight inspec-
tion; performs the inspection with the pilot.
4. Checks the security of each area inspected.
5. Assists in seating and securing passengers;
checks load security.
TM 1-1520-240-10
6. Ensures the helicopter is clear during all start-
ing procedures and informs the pilot of any objects which
would pose a hazard to the helicopter during all phases
of ground operation.
7. Visually inspects engine and ramp area for
proper operation.
8. Remove chocks and closes ramp door when
called for by the pilot.
9. Observes and gives clearance to pilots during
taxi and hover operation. Reports any object or condition
which would pose a hazard to the helicopter. When the
helicopter is being taxied in obstructed areas, the flight
engineer or other crewmembers may be required to act
as taxi director or blade watchers. Taxi directors and
blade watchers must be familiar with CH-47 ground turn-
ing characteristics. (fig. 2-1-2 and FO-1)
10. Perform check of ramp area and MAINTE-
NANCE PANEL every 30 minutes of flight.
8-1-4. Crew Briefing.
A crew briefing shall be conducted to ensure a thorough
understanding of individual and team responsibilities.
The briefing should include, but not be limited to, copilot,
mission equipment operator, and ground crew responsi-
bilities and the coordination necessary to complete the
mission in the most efficient manner. A review of visual
signals is desirable when ground guides do not have a
direct voice communications link with the crew
8-1-5. Passenger Briefing.
The following is a guide that should be used in accom-
plishing required passenger briefings. Items that do not
pertain to a specific mission may be omitted.
a. Crew Introduction.
b. Equipment.
1. Personal to include ID tags.
2. Professional.
3. Survival.
c. Flight Data.
1. Route
2. Altitude.
3. Time en Route.
4. Weather.
8-1-1
TM 1-1520-240-10

d. Normal Procedures. 10. Weapons.

1. Entry and exit of helicopter. 11. Protective masks.
2. Seating. 12. Parachutes.
3. Seat belts.
13. Ear protection
4. Movement in helicopter.
14. ALSE
5. Internal communications.
e. Emergency Procedures.
6. Security of equipment.
7. Smoking. 1. Emergency exits.

8. Oxygen. 2. Emergency equipment

9. Refueling. 3. Emergency landing/ditching procedures.

8-1-2

SECTION II. OPERATING PROCEDURES AND MANEUVERS
8-2-1. Operating Procedures And Maneuvers.
This section deals with normal procedures and includes
all steps necessary to ensure safe and efficient operation
of the helicopter from the time a preflight begins until the
flight is completed and the helicopter is parked and secu-
red. Unique feel, characteristics, and reaction of the heli-
copter during various phases of operation and the tech-
niques and procedures used for hovering, takeoff, climb,
etc., are described, including precautions to be obser-
ved. Your flying experience is recognized; therefore, ba-
sic flight principles are avoided. Only the duties of the
minimum crew necessary for the actual operation of the
helicopter are included.
8-2-2. Mission Equipment Checks.
Mission equipment checks are contained in Chapter 4,
MISSION EQUIPMENT. Descriptions of functions, opera-
tions, and effects of controls are covered in Section III,
FLIGHT CHARACTERISTICS, and are repeated in this
section only when required for emphasis. Checks that
must be performed under adverse environmental condi-
tions, such as desert and cold weather operations, sup-
plement normal procedures checks in this section and are
covered in Section IV, ADVERSE ENVIRONMENTAL
CONDITIONS.
8-2-3. Symbols Definitions.
The checklist includes items that may be checked by the
flight engineer and that may or may not be installed. These
items are annotated immediately preceding the check to
which they are pertinent: F for flight engineer, and O to
indicate a requirement if the equipment is installed. The
symbol L indicates that a detailed procedure for the step
is located in the detailed procedures section of the con-
densed checklist. When a helicopter is flown on a mission
requiring intermediate stops, it is not necessary to perform
all of the normal checks. The steps that are essential for
safe helicopter operations on intermediate stops are des-
ignated as “through flight” checks. An asterisk* indi-
cates that performance of steps is mandatory for all
“through-flights” when there has been no change in pi-
lot-in-command. The asterisk applies only to checks per-
formed prior to takeoff. Duties performed by individual in
copilot station are indicated by a circle around the step
number, i.e.,Ã. Step numbers with no circles around them
may be performed by the aviator in either pilot or copilot’s
seat.
TM 1-1520-240-10
8-2-4. Checklist.
Normal procedures are given primarily in checklist form
and amplified as necessary in accompanying paragraph
form when a detailed description of a procedure or ma-
neuver is required. A condensed version of the amplified
checklist, omitting all explanatory text, is contained in the
Operators and Crewmembers Checklist, TM
1-1520-240-CL.
8-2-5. Preflight Check.
The pilot’s walk-around and interior checks are outlined
in the following procedures. The preflight check is not
intended to be a detailed mechanical inspection. The
steps that are essential for safe helicopter operation are
included. The preflight may be made as comprehensive
as conditions warrant at the discretion of the pilot.
8-2-6. Before Exterior Check.
* 1. Publications–Check DA Forms 2408-12,
-13-1, -14, -18, DD Form 365-4, and DD
Form 1896, locally required forms and pub-
lications, and availability of operator’s
manual (-10), and checklist (-CL).
* 2. Ignition lock switch — On.
3. 712 EMERGENCY POWER panel —
Check trip indicators and timers.
4. 712 Topping stops — Check stowed.
5. Cockpit area — Check as follows:
a. General condition.
b. Fire extinguisher — Check seal intact,
DD Form 1574/1574-1, and security.
c. Jettisonable door release handles/
latches.
CAUTION
Aircrew members are not to place flight
helmets or anything on the left and right
jettison cockpit door handles. This can
cause premature jettison of the doors.
(1) Jettisonable door release handles
— Check that the top and bottom
latches engage the door supports,
locking devices removed.
(2) Jettisonable door latches — Check
through door latch plate inspection
holes (upper and lower) that door
latches are centered in the latch
plate detents.
d. Sliding windows.
8-2-1
TM 1-1520-240-10
* 6. Forward transmission — Check oil level, filter
button, and oil cooler condition.
* 7. Forward transmission oil cooler inlet —
Check for obstructions.
8. Fuel sample — Check before first flight of the
day.
8-2-7. Interior Check.
8-2-8. Forward Cabin.
1. Flight control closet — Check ILCA actuators
for extended jam buttons and thrust idler as-
semblies for bent cracked arms. Check ILCA
connecting link for cracks or displaced bear-
ings.
2. Heater compartment — Check security of
components and winch.
3. Emergency escape axe — Check condition
and security.
4. Cabin door — Check condition and security.
5. Avionics equipment — Check security of
components and connections. Determine
whether both pilots displacement gyros are
installed.
6. Fire extinguisher — Check seal intact, DD
Form 1574/1574-1, and security.
7. Cabin escape panel — Check condition and
security.
8. Transformer-rectifier air intake screens —
Check both clear. A transformer-rectifier may
fail if rags or other items stowed behind troop
seats block the air intakes.
9. Seats, litters, first aid kits, cargo and jettison-
able cabin windows — Check condition and
security.
10. Utility hatch door and lower rescue door —
Check condition and position as required.
11. Center cargo hook — Check condition and
position as required. Check 2,000 - 2,100 psi
charge, manual release mechanisms
stowed, manual release mechanism for prop-
er cam position and latched.
8-2-2
CAUTION
Do not lift or rotate the center cargo hook
into the cabin area or allow the mid hook to
lay on the cargo floor or access door panel
during inspection or use. The excessive ten-
sion placed on the triple emergency release
cable housing assembly may partially dis-
lodge the housing and engage or activate the
forward and aft hook emergency release me-
chanism. This may cause an inadvertent re-
lease of loaded forward and aft hook assem-
blies in flight.
12. Forward, center and aft cargo hook release
lever — Check for security and stowed.
13. 714A DECU — Check Condition.
O 14. EAPS Control Boxes — Check condition
and security.
O 15. ERFS installed — Check the following:
a. All fuel manifold lines, electrical lines,
grounding cables, and vent lines to en-
sure that they are properly secured and
connected.
b. Fuel manifold lines and tiedown straps
for chafing. Tank tiedown straps for secu-
rity.
c. Ensure ERFS tanks are properly fueled,
580 GALLONS MAXIMUM PER TANK.
d. ERFS tanks for leakage.
LO 16. ERFS II installed — For each installed
ERFS II tank assembly check the following:
a. Tank Restraint Assembly — Check loca-
tion and security.
b. Cavity Overboard Drain — Check con-
nection and security of drain in use.
Check drain not in use capped.
c. Grounding Cable — Check connection
security.
d. Vent Hose Assembly — Check connec-
tion security. Ensure dust cover is secure
on retention strap and connection to dust
cap stowage connector.
O e. Fuel Transfer Hose Assembly — Check
connection security; all Unisex valves
OPEN.

CAUTION
Failure to close the Unisex valves at the
ERFS II tank end of the single point pres-
sure refueling hose assembly could allow
suctioning of fuel from the helicopter main
fuel tanks during FARE operations.
O f. Single Point Pressure Refueling Hose
Assembly — Check connection security;
Unisex valve at ERFS II Tank CLOSE.
g. Electrical Harness — Check connection
security of J1.
h. Fuel Quantity Sensing Wiring Harness
— Check connection security of J2.
i. Fuel/Defuel Vent Valve — Check in the
CLOSED position.
WARNING
Failure to remove water and contaminants
from the ERFS II tank sump could result in
contaminants being transferred to the
helicopter fuel tanks or other aircraft or
equipment during FARE operations. If wa-
ter and contaminants are not removed, a
loss of engine power may result.
j. ERFS II Tank Sump Fuel Sample —
Check before first flight of the day.
k. Filler Cap — Check in place, closed, and
locked.
l. ERFS II FUEL CONTROL PANEL —
Check or set as follows:
(1) Electrical Harness-Helicopter Re-
ceptacles to Fuel Control Panel —
Check connection security of J5.
(2) Electrical Harness-Fuel Control
Panel to Tank Assembly — Check
connection security of J1, J2, and J3.
(3) Wiring Harness-Fuel Quantity Sens-
ing — Check connection security of
J4.
(4) PUMP AC circuit breaker six (6)
each — Check in reset position on
TANK 1, TANK 2, and TANK 3 (if
installed).
(5) PANEL POWER circuit breaker —
Check in reset position.
(6) PANEL LIGHTING circuit breaker —
Check in reset position.
TM 1-1520-240-10
(7) PUMP switches — OFF on TANK 1,
TANK 2, and TANK 3.
(8) PRESS LOW lights three (3) each —
Press to test (Aircraft power must be
on to illuminate).
(9) REFUEL VALVE — Check CLOSE.
(10) PANEL illumination switch/rheostat
— OFF.
(11) FUEL QUANTITY switch — Set to 1,
2, 3, and TOTAL to check fuel quan-
tity in each tank (Aircraft power must
be on to illuminate).
8-2-9. Aft Cabin.
1. Ramp — Check.
2. Engine fire extinguisher bottles — Check.
3. POWER STEERING MODULE — Check
pressure 2500 to 3500 psi.
4. 714A P3 drain — Check
5. FUEL VALVE #2 ENGINE — Check OPEN.
6. FUEL VALVE CROSSFEED (right) —
CLOSED.
7. HYD SYS FILL module — Check condition,
fluid level, cover secure, and valve closed.
* 8. APU start accumulators — Check pressures.
If pressure is less than 3,000 psi, pressurize
the system with the hand pump before at-
tempting to start the APU.
* 9. MAINTENANCE PANEL — Check for tripped
BITE indicators and hydraulic fluid levels.
O 10. AFT POS LIGHT switch — Set as required.
O 11. PWR MDL CHIP BURN-OFF — Check for
condition and security.
* 12. Aft transmission — Check as follows:
a. Oil level.
b. Filter button.
c. Oil cooler.
d. Secure doors.
13. APU — Check.
14. EMERGENCY APU FLUID SHUT OFF
VALVE — Check OPEN.
15. COMPASS FLUX VALVE — Check.
16. FUEL VALVE CROSSFEED (left) — Check
CLOSED.
17. FUEL VALVE #1 ENGINE — Check OPEN.
8-2-3
TM 1-1520-240-10
18. 714A P3 Drain — Check.
19. Fire extinguisher — Check seal intact, DD
Form 1574/1574-1 and security.
O 20. AN/ALE-47 Safety switch — Safety pin with
streamer installed.
8-2-10. Exterior Check.
8-2-11. Aft Cabin.
1. Position light — Check condition.
2. Right aft landing gear area — Check condition
and security of all components as follows:
a. Gear support structure.
b. Tire.
c. Shock strut extension and static lock
stowed.
d. Power steering actuator and brakes.
e. Fluid lines.
f. Electrical wiring.
g. Ground proximity switch and linkage.
h. Swivel lock.
3. Vent and fluid drain lines — Check unob-
structed.
8-2-12. Right Cabin.
NOTE
Do not pull the EAPS forward for preflight in-
spection.
1. NO. 2 Engine.
a. Inlet for foreign objects. Check condi-
tion and security of FOD screens.
O b. EAPS — Check general condition,
check vortex tubes for erosion and da-
mage. Check seals for condition and
damage. Check rail and slide mecha-
nisms. Inspect blower fan blades dam-
age and erosion.
c. Check fuel, oil, hydraulic, electrical, (O)
wash kit, and drain lines connections
and leaks.
d. Cowling for security.
2. Fuselage — Check as other items are
checked.
* 3. Fuel system — Check as required, caps se-
cured.
4. Position light — Check condition.
8-2-4
5. Forward landing gear area — Check condition
and security of all components as follows:
a. Tire.
b. Shock strut for extension.
c. Brakes.
d. Fluid lines.
6. Pressure refueling control panel — Check as
follows:
a. PWR and LT switches at OFF.
b. Refueling receptacle cover installed and
secured.
c. Landing gear and pressure refueling pan-
el cover closed and secure.
7. Static port — Check unobstructed.
8. Right electrical compartment — Check con-
dition and security.
8-2-13. Forward Cabin.
1. Heater intake, exhaust, and combustor drain
— Check.
2. Pilot’s jettisonable door — Check.
3. Pilot’s pedal area — Check.
4. Right AFCS yaw ports — Check.
5. Pitot tubes — Check.
6. Antennas — Check.
7. Searchlights — Check.
8. Windshield and wipers — Check.
9. Left AFCS yaw ports — Check.
10. Copilot’s pedal area — Check.
11. Copilot’s jettisonable door — Check.
8-2-14. Left Cabin.
1. Fuselage — Check as other items are
checked.
2. Left electrical compartment — Check.
3. Forward landing gear area — Check condition
and security of all components as follows:
a. Tire.
b. Shock strut for extension.
c. Brakes.
d. Fluid lines.
e. ERFS II refuel valve.
4. Forward and aft cargo hooks — Check hooks
clear and load beam closed. Electrical har-

ness and release cable connected and dust
caps stowed. If hook not installed, check for
dust caps on the electrical and release cable
receptacles.
5. Lower anti-collision light — Check condition.
6. Static port — Check unobstructed.
* 7. Fuel system — Check as required, caps se-
cure.
O 8. ERFS II Installed. Aircraft Overboard Drain
Outlets — Check. Check for any fuel seepage.
O 9. ERFS II Installed. Aircraft Overboard Vent
Outlets — Check. Check for signs of exces-
sive fuel venting.
10. NO. 1 Engine.
a. Inlet for foreign objects. Check condi-
tion and security of FOD screens.
O b. EAPS — Check general condition,
check vortex tubes for erosion and da-
mage. Check seals for condition and
damage. Check rail and slide mecha-
nisms. Inspect blower fan blades dam-
age and erosion.
c. Check fuel, oil, hydraulic, electrical, (O)
wash kit, and drain lines connections
and leaks.
d. Cowling for security.
11. Left aft landing gear area — Check condition
and security of all components as follows:
a. Gear support structure.
b. Tire.
c. Shock strut extension and static lock
stowed.
d. Static ground wire contacting the ground.
e. Fluid lines.
f. Electrical wiring.
g. Ground proximity switch and linkage.
h. Brakes.
i. Swivel lock.
12. Vent and fluid drain lines — Check unob-
structed.
O 13. M-130 Safety Pin — Installed with streamer.
8-2-15. Top of Fuselage.
* 1. No. 2 engine — Check as follows:
a. Inlet for foreign objects. Check condition
and security of FOD screens.
TM 1-1520-240-10
b. EAPS — Check for foreign objects,
condition and security. Seals around
driveshaft fairing and engine inlet for
damage. Rails and slide mechanisms
for damage.
c. Oil level and cap secure.
d. Cowling for security.
e. Tailpipe condition and security, presence
of fuel, oil, and foreign objects.
2. Anticollision light and formation lights —
Check condition.
* 3. Aft rotor (right side) — Check blades for con-
dition and reservoir levels.
O 4. Droop stop shrouds — Check condition and
security. Check inspection cover closed.
5. Upper boost actuator — Check for extended
jam indicators and exposed piston rods for
cleanliness.
L 6. Hydraulic compartment — Check as follows:
a. Condition and security of lines and
coolers.
b. No. 2 flight control system accumulator
for proper indication (see figure 2-15-3).
c. Utility reservoir pressurization accumula-
tor for 2500 to 3500 psi charge.
* 7. Combining transmission area — Check for
obstructions. Check filter buttons for en-
gines and combining transmission.
* 8. Aft rotor (left side) — Check blades for con-
dition and reservoir oil levels.
O 9. Droop stop shrouds — Check condition and
security.
10. Upper boost actuator — Check for extended
jam indicators and exposed piston rods for
cleanliness.
* 11. No. 1 engine — Check, same as NO. 2..
12. Drive shaft area — Check condition and secu-
rity as follows:
a. Drive shaft, couplings, and mounts.
b. Fluid lines.
c. Control linkage.
d. Foreign objects.
e. Drive shaft fairing.
* 13. Forward rotor (right side) — Check same as
aft rotor.
14. Forward transmission oil cooler inlet — Check
for obstructions.
8-2-5
TM 1-1520-240-10

15. Upper boost actuator — Check for extended
jam indicators and exposed piston rods for
cleanliness.
* 3. No. 1 and No. 2 PDPs — Check all circuit
16. Forward transmission — Check for foreign ob-
jects, cooler condition, and fluid level..
L* 4. Overhead switches and control panels. Set as
L 17. Hydraulic compartment — Check as follows:
a. Condition and security of lines and
coolers.
b. No.1 flight control system accumulator for
proper indication (see figure 2-15-3).
* 18. Forward rotor (left side) — Check same as aft
rotor.
19. Brake accumulator pressure — Check 600 to
1400 psi.
* 20. Pylon fairings, work platforms, and inspection
panels — Check secure.
* 21. Top of fuselage — Check for foreign objects.
CAUTION
Failure to remove fuel vent covers may cause
fuel tanks to collapse while in use under certain
conditions.
2. Shoulder harness locks — Check operation
and leave unlocked.
breakers in and gang bar up.
follows.
O* a. EAPS ENG 1 and ENG 2 FAN switches
— OFF. DOORS — Close.
* b. EXT LTG switches — As required.
c. CPLT LTG switches — As required.
d. COMPASS switch — As required.
e. TROOP WARN switches — OFF.
f. HTG switches — As required.
g. W/S WIPER switch — OFF.
h. ELECT switches — OFF.
* i. LTG switches — As required.
* j. FUEL CONTR switches — Set as follows:
(1) XFEED switch — CLOSE.
(2) REFUEL STA switch — OFF.
(3) ALL FUEL PUMP switches — OFF.
k. 712 START switches — OFF.

O 22. Remove the fuel vent covers (3) (if installed) l. ENG COND levers — STOP.
before using ERFS.
* m. 714A FADEC switches — Check or
8-2-16. Walk Around Check and Security Brief. set as follows:
* 1. All access doors — Check secure. (1) NR% switch — 100%.
* 2. Tie downs, locking devices, covers, and (2) 1 and 2 PRI/REV switches — PRI.
ground cables — Removed and secured. (3) B/U PWR switch — OFF.
NOTE (4) LOAD SHARE switch — TRQ.
The cockpit, forward transmission, flight con-
n. INTR LTG switches — As required.
trol, and avionics compartment soundproof-
ing should be installed during normal aircraft o. PLT LTG switches — As required.
operation to reduce noise levels in the crew
and passenger areas and to aid in venting of p. ANTI-ICE switches — OFF.
transmission heat and fumes.
q. HOIST switches — OFF.
* 3. Cockpit, forward transmission, and forward
cabin area soundproofing installed. r. CARGO HOOK switches — Set as fol-
lows:
* 4. Crew/passenger briefing — Complete as re-
quired. (1) MSTR switch — OFF.
(2) HOOK SEL switch — As required.
8-2-17. Before Starting Engines.
(3) EMERG REL ALL switch — OFF.
1. Pedal adjustment — Matched. Check that Cover down.
yaw pedals are adjusted equally and that ad-
justment pins are in the same hole position. s. HYD switches — Set as follows:
Uneven pedal adjustment can cause droop (1) PWR XFER switches — OFF.
stop pounding during engine start and ground
operations. (2) FLT CONTR switch — BOTH.

8-2-6

(3) BRK STEER switch — ON. Cover
down.
(4) RAMP PWR switch — ON.
O (5) RAMP EMER switch — HOLD. Cov-
er down.
5. FIRE PULL handles — In.
6. AGENT DISCH switch — Check.
* 7. XMSN OIL PRESS switch — SCAN.
* 8. XMSN OIL TEMP switch — SCAN.
* 9. VGI switches — NORM.
10. CYCLIC TRIM switch — AUTO.
* 11. AFCS SYSTEM SEL switch — OFF.
* 12. M-130 or AN/ALE-47 — SAFE or OFF.
13. Avionics equipment — OFF; set as required.
O 14. HUD — OFF
15. 712 EMERG ENG TRIM switches — AUTO,
covers down.
16. SWIVEL switch — LOCK.
8-2-18. Starting Engines.
* 1. BATT switch — ON
2. CAUTION LT TEST switch–TEST. Check
that all caution/advisories capsules and the
two master caution lights on the instrument
panel come on. Some of the caution cap-
sules will be on before the system is
checked.
3. Clocks — Running, Set as required.
F 4. TROOP WARN ALARM and JUMP LTS —
Two bells, two red, two green (as required).
F* 5. Fire guard posted — APU clear to start.
L* 6. APU — Start as follows:
a. APU switch — RUN for 3 to 5 seconds.
b. APU switch — START for 2 seconds,
then RUN.
NOTE
If the start is not completed, or the APU is
automatically shut down, wait one minute for
cooling before attempting a restart. Failure to
allow the APU to cool may cause a premature
shutdown on restart due to overtemperature.
If the start is not completed, set the APU
switch to OFF, check the BITE indicators in
TM 1-1520-240-10
the ESU, and record the display for mainte-
nance.
c. APU ON indicating light — Check on.
d. UTIL HYD SYS caution — Check out. If
the light does not go out within 30 sec-
onds after APU ON indicating light
comes on, APU switch OFF.
* 7. APU GEN switch — ON. No. 1 and No. 2
RECT OFF.
NOTE
If either HYD FLT CONTR caution capsule does
not go out in 30 seconds, after the PWR XFER
switches are set to ON, set the PWR XFER
switch to OFF. Do not fly the helicopter.
* 8. PWR XFER — Check. PWR XFER 1 and 2
switches — ON. Check HYD FLT CONTR
caution capsules out.
F* 9. MAINTENANCE PANEL — Check.
a. GND switch — TEST, then RESET.
b. GROUND CONTACT indicating lights —
Check on.
c. Systems — Normal.
* 10. Avionics — On as required.
O 11. HUD — ON. As required.
LF 12. CARGO HOOKS HOIST/WINCH — Check
operation as required. Refer to Chapter 4,
Section III.
F 13. ANTI-ICE systems — Check as required.
a. PITOT switch — ON. Physically check for
pitot tube and yaw port heat. Then switch
OFF.
b. W/S switches — ON. Physically check for
windshield heat. Then switch OFF.
14. SLT-FIL switches — Check and set as re-
quired.
* 15. PARKING BRAKE — Set.
16. CRUISE GUIDE indicator — Check for pointer
in white test band when the CGI TEST switch
is at FWD and AFT TEST.
F* 17. Altimeters — Set and check as follows:
a. Barometric altimeter — Set and check.
b. Radar altimeter — ON and set.
18. FIRE DETR switch — TEST. Check fire warn-
ing lights on, release switch, and check fire
warning lights out.
* 19. Fuel quantity — Check as required.
8-2-7
TM 1-1520-240-10
* 20. Cyclic trim — Check GND position.
F* 21. Rotor blades — Check position. Make sure
that a rotor blade is not within 30_ of the
centerline of the fuselage throughout con-
trol check.
* 22. AFCS SYSTEM SEL switch — Check as fol-
lows:
a. Select individual system and check oppo-
site AFCS caution capsule remains on.
b. Select BOTH and check both AFCS cau-
tion capsules go out.
c. AFCS SYSTEM SEL switch — OFF.
LF* 23. Flight control travel and hydraulics —
Check as follows: (For thru flights, complete
steps b thru e with FLT CONTR switch —
BOTH).
CAUTION
If a helicopter is parked on a slope greater
than 4_, longitudinal stick travel may be re-
stricted to less than 7 inches forward (up
slope) or 4 inches aft (down slope).
NOTE
Mixing of flight control inputs during ground op-
eration on a single hydraulic system should be
avoided. If the Flight Controls are moved rapidly
or erratically during the control check, unusual
vibrations may be felt, or flight boost hydraulic
fail indication may result.
NOTE
Check caution capsules as the check is being
performed. With slow smooth flight control
inputs, check each axis individually thru full
travel for smoothness of operation. Check for
corresponding movement of the fore and aft
rotors during the check.
a. FLT CONTR hydraulic switch — 1 ON.
b. Check cyclic for freedom of movement
in all quadrants. Check for a minimum
of 7 inches forward and 4 inches aft
travel.
c. Check thrust through full travel for free-
dom of movement and magnetic brake for
proper operation.
d. Check pedals through full travel for free-
dom of movement.
e. Position the cyclic and pedals at neutral,
thrust at ground detent.
8-2-8
f. FLT CONTR hydraulic switch — 2 ON,
Repeat steps b thru e.
g. FLT CONTR hydraulic switch — BOTH.
24. Avionics — Perform operational check and
set as required.
O 25. HUD — Program as required.
NOTE
If the DECU display is other than 88, place the
ENG COND levers to STOP, turn B/U PWR
switch off, and remove all power from the
DECU by pulling the respective ENGINE PRI
and REV CONT circuit breakers on the PDP.
Reset circuit breakers and perform another
DECU prestart BIT. If other than 88’s consult
DECU Fault Code List/Matrix in Chapter 2.
LF* 26. 714A DECU PRESTART BIT — Perform
as follows:
a. B/U PWR switch — ON.
b. Wait until ENG FAIL, FADEC, and REV
caution lights go out.
c. ENG COND levers — GND.
F d. DECUs — Check displays read 88.
e. ENG COND LEVERS — STOP.
27. 712 ENGINE BEEP TRIM switch (NO. 1
& 2) — Decrease for 8 seconds.
* 28. Ignition Lock switch — ON.
F* 29. Area — Clear for start.
CAUTION
Personnel must stay clear of the EAPS for
exhaust when the fans are operating. Sand
and debris within the EAPS will be ejected.
NOTE
The EAPS fans have high start up electrical
power requirements. To prevent an overload,
the fans must be turned on one at a time. The
first fan must be allowed to stabilize for 10 - 15
seconds before the second fan is turned on.
O* 30. EAPS Fans — On (delay 10-15 seconds
between turning on NO. 1 and NO. 2).
CAUTION
The flight controls must be manned any time
the helicopter is on the ground with rotors
turning.
NOTE
Either engine may be started first.

LF* 31. 712 First engine — Start as follows:
a. L MAIN FUEL PUMPS — ON Check L
FUEL PRESS Caution Light — OUT.
b. XFEED switch — OPEN. Check R FUEL
PRESS Caution Light — OUT.
c. ENG COND lever — STOP.
d. ENG START switch — MTR.
NOTE
If engine does not reach 15% but exceeds 10%
N1 (minimum) and has reached it’s maximum
speed, initiate start, but monitor engine and PTIT
for possible hung start and/or excessive PTIT.
e. Motor engine to minimum of 15% N1.
Set ENG COND lever — GND; ENG
START switch to START immediately.
f. Release START switch to MTR before
PTIT reaches 200_C. When N1 is 50%,
set START switch to OFF. Check
STARTER ON light out.
g. Engine instruments — Check when sta-
bilized at ground idle (N1 at 60_ mini-
mum). Check engine oil pressure for 20
psi minimum. The engine should accel-
erate to ground idle speed within 45
seconds.
LF* 33. Second engine — Start by using same meth-
LF* 32. 714A First Engine — Start as follows:
a. Primary:
(1) L MAIN FUEL PUMP — ON. Check
L FUEL PRESS Caution Light —
OUT.
(2) XFEED switch — OPEN. Check R
FUEL PRESS Caution Light —
OUT.
(3) ENG COND lever — GND.
(4) ENG START switch — Start and
Hold until N1 accelerates to 10%
then release.
(5) Engine instruments — Check when
stabilized at ground idle (N1 at 50%
minimum). Check Engine oil pres-
sure for 5 psi minimum. The engine
should accelerate to ground idle with-
in 45 seconds.
b. Reversionary ((If engine does not start
in PRI and all other indications are nor-
mal):
(1) DECU Pre-Start BIT — Perform.
TM 1-1520-240-10
(2) PRI/REV switch — REV.
(3) ENG COND Lever — GND.
(4) ENG START switch — Start and
hold until N1 accelerates to 10%
then release.
(5) Engine instruments — Check when
stabilized at ground idle (N1 50 to
60%). Check engine oil pressure
for 5 psi minimum. The engine
should accelerate to ground idle
speed within 45 seconds.
(6) DECU BIT — Check 88s (if other
than 88, consult DECU Fault Code
List/Matrix).
(7) FADEC PRI/REV switch — PRI.
CAUTION
The N2 section of the second engine starts
turning when the first engine is started;
however, the lubrication system of the sec-
ond engine is driven by the N1 section which
does not begin to turn until the start se-
quence is initiated. Delay in starting the
second engine will result in excessive wear
on the N2 bearing package and seal. Start the
second engine within three minutes of the
first.
od as first engine.
* 34. Transmission oil pressures — Check for
minimum of 7 psi. There is no time limit for
ground idle operation, provided there is a
minimum of 7 psi oil pressure in each trans-
mission.
CAUTION
Failure of either engine to accelerate smoothly
from ground to flight or engine N1 to accelerate
past 70% N1, may be an indication of a clutch
malfunction in the engine transmission.
* 35. ENG COND levers — FLT. No. 1 and No. 2
clear to FLT. Engine acceleration should be
smooth with no surging.
* 36. 712 RRPM — Set as required. 714A
RRPM — Check 100 ± 1.
F* 37. Fluid drain lines — Check.
NOTE
Delay turning second generator on or off for two
seconds. This delay will give DECU time to sam-
ple power without causing soft fault.
8-2-9
TM 1-1520-240-10
* 38. GEN 1 and 2 switches — ON. 712 No 1 GEN
and No 2 GEN OFF 714A GEN 1 and GEN
2 caution capsules out.
* 39. APU GEN switch — OFF.
NOTE
If the DECU display is other than 88, refer to
the DECU BIT Fault Code List/Matrix.
L* 40. 714A DECU START BIT — Perform as
follows:
a. ENG COND levers — Retard 5
degrees.
F b. DECU display — Check display reads
88.
c. ENG COND levers — FLT.
* 41. PWR XFER 1 and 2 switches — OFF.
* 42. APU switch — OFF. APU ON caution /adviso-
ry capsule out.
* 43. Systems — Check normal.
* 44. Transponder — STBY.
8-2-19. Engine Ground Operation..
L 1. FUEL PUMP AND XFEED — Check Op-
eration as follows:
a. All FUEL PUMP switches — OFF.
Check L and R FUEL PRESS caution
caution capsules should come on.
b. L AFT MAIN FUEL PUMP switch —
ON. Check L and R FUEL PRESS cau-
tion capsule should go out. Then switch
OFF.
c. Remaining MAIN FUEL PUMP
switches — Check as in step b. above.
d. L AFT FUEL PUMP switch — ON.
Check L AUX PRESS light on overhead
panel comes on, then goes out. Set pump
switch to OFF.
e. Remaining three AUX FUEL PUMPs —
Check as in step d, except check R AUX
PRESS light on, then off, for R AUX FUEL
PUMP switches.
* 2. FUEL CONTR switches — Set as follows:
8-2-10
NOTE
If using ERFS or ERFS II, the AUX FUEL
PUMP switches may be left OFF.
a. All FUEL PUMP switches — ON.
F b. XFEED switch CLOSE — XFEEDS
checked closed, light out.
3. VGI switches — As required.
* 4. Flight instruments — Check as follows:
a. HSI compass cards — Check synchro-
nized. Cross–check with magnetic
compass. Refer to Chapter 3, Section
III.
b. Attitude indicators — Adjust as required.
5. 712 Emergency engine trim system —
Check as follows:
a. EMERG ENG TRIM 1 switch — DECR
momentarily. Check torque and N1 de-
grease then release. Torque and N1
should return to normal settings.
b. EMERG ENG TRIM 2 switch Check
same as No. 1 engine.
L 6. 714A FADEC Reversionary system —
Check first flight of day.
a. FADEC 1 and 2 PRI-REV switches —
PRI.
b. NR% switch — 100%.
c. FADEC 1 — Check as follows:
(1) FADEC 1 PRI-REV switch — REV.
(2) FADEC 1 INC-DEC switch — DEC.
Check for decrease in No. 1 engine
N1 and torque, and corresponding
increase in No. 2 engine N1 and
torque.
(3) FADEC 1 INC-DEC switch — INC.
Check for increase in No. 1, en-
gine, N1 and torque, and corre-
sponding decrease in No. 2 engine
N1 and torque.
(4) FADEC 1 PRI-REV — PRI.
d. Repeat check for FADEC 2.
7. Radar altimeters — Check and set.
* 8. Transponder — Check and set.
* 9. Navigation Set DGNS — ON as required,
perform operational check, confirm way-
point entry and SA/AS as required.

8-2-20. Before Taxi
WARNING
Personnel injury or death may occur and
damage to airframe and rotor systems will
occur if the forward or aft rotor blade
droop stop(s) are missing or interposer(s)
on the aft rotor head are not engaged. After
engine run-up and before flight, or shut-
down if flight is not conducted, the flight
engineer will scan the ground in the imme-
diate area of the aircraft for evidence of
detached droop stops.
CAUTION
To prevent damage to the cargo hooks and
structure, do not ground taxi over rough or
uneven terrain with the forward and aft
cargo hooks installed.
* 1. SWIVEL switch — As required.
* 2. AFCS switches — As required.
* 3. Cyclic Trim Indicators — CHECK GND posi-
tion.
O* 4. M-130 or AN/ALE-47 safety pin — Remove
and stow.
F* 5. Chocks — Removed and secured.
F* 6. Ramp and cabin door — As required.
TM 1-1520-240-10
F* 7. Crew, passengers, and mission equipment
Check ready for taxi.
O* 8. HUD — Adjust brightness, mode, baromet-
ric altitude, pitch and roll as necessary.
F* 9. Taxi director and blade watchers — Position
as required (fig. 8-2-1).
* 10. PARKING BRAKE — As required.
8-2-21. Taxiing.
Refer to Aircrew Training Manual (ATM).
* 1. Brakes — Check pilot’s and copilot’s as re-
quired.
* 2. POWER STEERING — Check as required.
8-2-22. Before Hover.
* 1. SWIVEL switch — LOCK.
* 2. AFCS control panel — Set as required:
NOTE
The HIT/PAT check may be deferred to the
hover check.
F 3. 712 Health Indicator Test (HIT)/ 714A
Power Assurance Test (PAT) check — Per-
form first flight of day.
Refer to TM 55-1520-240-23 Task 4.2.2 ( Perform Power
Assurance Test per the aircraft PAT Log instructions.
* 4. RRPM — Set as required.
8-2-11
TM 1-1520-240-10

Figure 8-2-1. Taxi Director and Blade Watcher Positions

8-2-12

8-2-23. Hover Check.
Perform the following check at a hover.
1. Flight controls — Check flight controls for cor-
rect response.
2. Systems instruments — Check normal.
3. Flight instruments — Check as required.
a. VSI, barometric and radar altimeters —
Indicate climb and descent.
b. Turn pointers, heading indicators and
magnetic compass — Indicate turns right
and left.
c. Slip indicator — Ball free in race.
NOTE
Rapid rotation of the pitch and roll trim knobs
on the attitude indicator may cause abrupt
pitch and roll attitude changes with AFCS on.
d. Attitude Indicator — Indicate nose high,
nose low, banks right and left.
e. Airspeed indicator — Check.
4. LCTS — Check retracted.
F 5. GROUND CONTACT indicating lights check
— Both off.
6. AFCS — Check as follows: (First flight of
day).
a. SYSTEM SEL switch — NO. 1 Check
helicopter stable with no abrupt en-
gagement error. Check NO. 2 AFCS
OFF caution on.
b. SYSTEM SEL switch — NO. 2 Check
helicopter stable with no abrupt engage-
ment error. Check NO. 1 AFCS OFF
caution on.
c. SYSTEM SEL switch — Both. Check he-
licopter stable with no abrupt engage-
ment error. Check both AFCS OFF cau-
tion capsules extinguished.
7. 712 HIT/ 714A PAT — Perform as re-
quired.
8. Power Check — Perform as required.
8-2-24. Before Takeoff.
* 1. Systems — Check indications of the follow-
ing:
a. Rotor — Check as required.
TM 1-1520-240-10
b. Torque.
c. Engine.
d. Transmission.
e. Fuel.
f. 712 Master caution panel.
g. 714A Caution/Advisory panel.
* 2. PARKING BRAKE — As required.
* 3. AFCS SYSTEM SEL switch — As required.
* 4. CYCLIC TRIM switch — Check.
* 5. SWIVEL switch — LOCK.
* 6. Transponder — As required.
F* 7. Crew, passengers, and mission equipment
— Check.
8-2-25. VMC Takeoff.
Refer to Aircrew Training Manual (ATM).
8-2-26. Hover.
Refer to Aircrew Training Manual (ATM). To engage radar
altitude hold perform the following:
WARNING
Do not use radar altitude hold in forward
flight over terrain. It may not provide
adequate terrain clearance in rapidly
changing terrain. Use radar altitude hold
to maintain a constant absolute altitude
during hover or forward flight over water.
RAD ALT hold can be used to a maximum
of 1,500 feet absolute altitude.
a. Radar altimeter — ON. Check that pointer has
rotated from behind the mask, the digital display is lit, and
the OFF flag is out of view.
b. Fly to desired altitude.
c. RAD ALT select on AFCS panel — Press. Check
ENGAGED light ON. The radar altitude hold feature of
the AFCS will maintain a constant altitude.
d. To select another altitude, press the THRUST
CONT BRAKE TRIGGER. Fly to desired altitude and
release the THRUST CONT BRAKE TRIGGER. The alti-
tude at the moment the trigger is released will be the new
altitude.
8-2-13
TM 1-1520-240-10

Takeoff over water. Takeoff over water is begun from a 8-2-31. Before Landing.
hover height of approximately 30 feet. Align the helicopter
with the desired takeoff course at a stabilized hover or The following checks must be accomplished prior to
approximately 30 feet, or an altitude permitting safe ob- landing:
stacle clearance. Smoothly apply forward cyclic pressure
to level the helicopter and begin acceleration into Effective * 1. Systems — Check indications of the follow-
Translational Lift (ETL). Control rate of acceleration and ing:
direction of flight with cyclic and altitude with thrust. As the
aircraft accelerates through ETL, establish a pitch attitude
a. Rotor.
and apply thrust that will result in a simultaneous gain in
altitude and airspeed. Continuous coordinated application
of control pressures is necessary to maintain trim, heading, b. Torque.
flight path, airspeed, and rate of climb.
c. Engine.
8-2-27. Slingload.
d. Transmission.
Refer to Aircrew Training Manual (ATM).
e. Fuel.
8-2-28. Climb.
f. 712 Master caution panel.
Refer to chapter 7 for recommended airspeeds, power
settings, and fuel flow.
g. 714A Caution/Advisor Panel.
8-2-29. Cruise Check.
* 2. PARKING BRAKE — As required.

* 3. AFCS control panel — Check as follows:

CAUTION
a. AFCS HDG and ALT switches as re-
Radar altitude (RAD ALT) hold can only be quired.
used in forward flight over water, it cannot
be used in forward flight over terrain. b. CYCLIC TRIM switches as required.

c. AFCS selector switch as required.

CAUTION
F* 4. Crew, passengers, and mission equipment
— Check.
Large pitch inputs will result in rapid gain
or loss of altitude. If altitude hold is on, an
over-torque condition can occur during * 5. Searchlight — As required.
large pitch-down inputs. Monitor thrust
control movement and torquemeter dur-
8-2-32. Landing.
ing airspeed changes. Also, when operat-
ing with altitude hold, limit bank angles to
45 degrees maximum. An excessive bank Refer to Aircrew Training Manual (ATM).
angle may result in an altitude loss, and if
operating at a high gross weight, an over- 8-2-33. Landing from a Hover to Water.
torque condition.

* 1. AFCS Control Panel — As required.
F* 2. Ramp area — The ramp area must be
checked every 30 minutes of flight.
* 3. Fuel Consumption — Check.
8-2-30. DESCENT.
Refer to Chapter 7 for power requirements at selected
airspeeds and rates of descent.
Prior to landing, the PITOT HEAT switch must be ON.
The ramp, lower half of the cabin door, lower rescue door,
and drain plugs must be closed. Landing/searchlights
shall be retracted. From a stabilized hover, decrease
thrust for a smooth rate of descent. A vertical descent,
rather than a descent with some forward movement, will
tend to disperse the swirling water spray under a no-wind
condition. As the aft wheels and then the fuselage near
the water, continue to lower the thrust control to ground
detent. As more of the fuselage enters the water, buoyan-
cy will level the helicopter attitude.

8-2-14
 TM 1-1520-240-10

NOTE 2. Cyclic trim indicators — Check GND indica-

tion.
Aft landing gear ground proximity switches
are not actuated during a water landing. F 3. Ground contact lights — Check both ON.
Therefore, longitudinal cyclic pitch actuators
4. AFCS SYSTEM SEL switch — As required.
must be manually set to ground position.
5. SWIVEL switch — As required.

CAUTION 6. Transponder — As required.

If contact is made with floating debris,
return to hover and assess damage.
As the attitude approaches level, the helicopter will start
moving forward and stabilize at approximately 4 to 5
knots. This speed will be attained with the controls in
neutral and the thrust control at the ground detent. The
water level will not vary significantly because of GW or
CG. As observed from the cockpit, the water level will
appear to intersect the fuselage below the lower nose
enclosure.
8-2-34. Running Landing to Water.
Running landings can be performed within the limitations
shown in Chapter 5, but should be performed only during
training missions, actual single-engine conditions when a
hovering approach is not possible, or when atmospheric
conditions dictate. Running landings for training should only
be performed to calm water (Sea State 1 or less).
7. Searchlight — As required.
8. ANTI-ICE switches — OFF, as required.
8-2-36. After Landing (Abbreviated).
NOTE
After landing and while conducting subse-
quent multiple takeoffs and landings (closed
traffic, slopes, etc.) the Abbreviated After
Landing check may be used.
1. Flight controls — Neutralize.
2. Cyclic trim indicators — Check GND indica-
tion.
F 3. Ground contact lights — Check both ON.
8-2-37. Engine Shutdown.
CAUTION

Prior to performing a running landing to the water, the Critical flight control components can be
PITOT HEAT switch must be ON. The ramp, lower half damaged if thrust is not in ground detent.
of the cabin door, lower rescue door, and drain plugs 1. Flight controls — Neutralize. Position the ped-
must be closed. Landing/searchlights shall be retracted. als and cyclic at neutral and the thrust at the
The approach is shallow and flown at an airspeed that ground detent.
provides safe aircraft control. Prior to water entry, it may
be necessary to use the windshield wipers. Entry of the 2. PARKING BRAKE — Set.
aft wheels into the water is easily recognized because
the helicopter will decelerate noticeably. Touchdown atti- 3. HTG switches — OFF.
tude should be held constant until the apparent water
speed has decreased below 10 knots. At or below 10 4. SLT-FIL switches — OFF and stow as re-
knots, the nose can be lowered to the water by lowering quired.
the thrust control rod and neutralizing the cyclic stick. A
4 to 5 knot forward speed will result when the helicopter 5. AFCS SYSTEM SEL switch — OFF.
is level and the controls are neutralized with the thrust
F 6. Ramp — As required.
control at the ground detent.
F 7. Wheels — Chocked.
NOTE
F 8. Mission equipment — Safe as required.
Aft landing gear ground switches are not actu-
ated during a water landing, Therefore, longitu- O 9. HUD — OFF.
dinal cyclic pitch actuators must be manually set
to ground position. F 10. Fire guard — Posted.
When the helicopter is in the water, two-way communica- L 11. APU — Start. For APU starting procedures,
tion is lost on system whose antennas are submerged.
The HF radio can be operated. refer to paragraph 8-23.

12. APU GEN switch — ON.

8-2-35. After Landing.

1. Flight controls — Neutralize. 13. GEN 1 and 2 switches — OFF.

8-2-15
TM 1-1520-240-10
14. PWR XFER 1 and 2 switches — ON.
15. Cyclic trim indicators — Check GND indica-
tion, manually program if necessary.
WARNING
Personnel injury or death may occur and
damage to the airframe and rotor system
will occur if the forward or aft rotor head
rotor blade droop stop(s) on the aft rotor
head are not engaged. After engine run-up
and before flight, or shut down if flight is
not conducted, the flight engineer will
scan the ground in the immediate area of
the aircraft for evidence of detached droop
stops. Prior to moving Engine Condition
Levers (ECL) from ground to stop, flight
engineer will, to the best extent possible,
determine if the interposer blocks on the
aft rotor head are in position and that all
forward and aft droop stops are attached.
If an interposer block or droop stop are not
in place, the flight engineer will notify the
pilot in command. All non essential per-
sonnel will evacuate the aircraft to a safe
location. If possible, crew will contact
maintenance and attempt to engage inter-
poser block with high pressure stream or
prepare aircraft for shutdown in such a
way as to minimize damage to aircraft and
components and prevent injury to person-
nel. If interposer blocks appear to be in
place and no droop stops are missing, the
flight engineer will clear the pilot to shut-
down the first engine. After the first engine
is shut down, the flight engineer will ob-
serve the rotor tip path of the forward and
aft rotor heads. A rotor blade drooping
significantly lower than the other blades
indicates a missing droop stop. In this
case the remaining running engine’s ECL
should be advanced until sufficient rotor
RPM is achieved to lift rotor blades off the
stops to insure no blade contact with
airframe and maintenance is contacted to
prepare aircraft for an emergency shut-
down that will minimize damage to the
aircraft and injury to the personnel.
NOTE
Aft landing gear ground proximity switches
are not actuated during a water landing.
Therefore, longitudinal cyclic pitch actuators
must be manually set to ground position prior
to engine shutdown on the water.
8-2-16
16. ENG COND levers — GND, start 2 minutes
cool-down.
NOTE
If DECU display is other than 88, refer to the
DECU BIT Fault Code List/Matrix.
F 17. 714A DECU SHUTDOWN BIT — Check
displays read 88.
18. FUEL CONTR switches — Set as follows:
a. XFEED switch — Close.
b. FUEL PUMP switches — OFF.
c. REFUEL STA switch — As required.
WARNING
Personnel injury or death may occur and
damage to the airframe and rotor systems
will occur if the forward or aft rotor head
rotor blade droop stop(s) are missing or
the interposer blocks on the aft rotor head
are not engaged. Prior to moving Engine
Condition Levers (ECL) from ground to
stop, the flight engineer will, to the best
extent possible, determine if the interpos-
er blocks on the aft rotor head are in
position and that all forward and aft droop
stops are attached. If an interposer block
or droop stop is not in place, the flight
engineer will notify the pilot in command.
If the interposer blocks appear to be in
place and no droop stops missing, the
flight engineer will clear the pilot to shut
down the first engine. After the first engine
is shut down, the flight engineer will ob-
serve the rotor tip path of the forward and
aft rotor heads. A rotor blade drooping
significantly lower than the other blades
indicates a missing droop stop.
F 19. DROOP STOPS — Engaged.
20. ENG COND levers — STOP after 2
minute cool-down.
NOTE
Monitor temperatures during shutdown. If
temperatures rise above 350_C, motor en-
gine immediately until temperature de-
creases below 260_C. Both engines cannot
be motored at the same time.
21. Avionics — OFF.
FO 22. Radar Altimeters — OFF.
O 23. EAPS FAN Switches — OFF.

F 24. MAINTENANCE PANEL — Check record
any bite indications on DA FORM 2408-13-1.
25. 714A FADEC B/U PWR switch — Switch
OFF.
26. PWR XFER 1 and 2 switches — OFF after
rotors have stopped.
27. APU GEN switch — OFF.
28. APU switch — OFF. The APU may be shut
down after the rotors have stopped and
there is no further need to motor the en-
gines.
29. Light switches — OFF as required.
30. BATT switch — OFF.
31. Ignition lock switch — OFF, key removed as
required.
32. 712 EMERGENCY POWER panel —
Check flag indicators for tripped position.
8-2-38. Before Leaving Helicopter.
1. Walk-around inspection — Perform. Check
for damage, fluid leaks and levels.
TM 1-1520-240-10
F 2. Check the following:
a. Fluid levels.
b. Bypass indicators and filter buttons.
c. Jam indicators.
d. Cabin and mission equipment secured.
e. Tiedowns, grounding cables and covers.
3. Complete all form and records.
4. Helicopter — Secure as required.
8-2-39. Instrument Flight.
This aircraft is qualified for operation in instrument mete-
orological conditions.
8-2-40. Instrument Flight Procedures.
Refer to FM 1-240, FM 1-230, FLIP, AR 95-1, FAR Part 91,
and procedures described in this manual.
8-2-41. Night Flying.
Refer to FM 1-204, Night Flight Technique and Proce-
dures.
8-2-17/(8-2-18 blank)

SECTION III. FLIGHT CHARACTERISTICS
8-3-1. General.
The flight characteristics of the helicopter throughout the
flight envelope and at all gross weights are good. The
flight characteristics remain essentially the same
throughout the CG and GW range. There is no marked
degradation of flying qualities as altitude increases.
8-3-2. AFCS Off Flight Characteristics.
The AFCS is required to provide the helicopter with ade-
quate stability. Therefore, the stability of the helicopter
will be reduced when operating with AFCS off. With prac-
tice, the pilot will know in advance what to expect and
should have little trouble controlling the helicopter as
long as established limitations (refer to Chapter 5) and
certain techniques are adhered to. In general, the AFCS
off flight characteristics are enhanced by spoilers on the
forward pylon, strakes on the fuel pods and ramp, and a
blunted aft pylon. The AFCS may be turned off at any
airspeed and turned back on at or near the turn-off-air-
speed. If airspeed at turn-on is different from that at turn-
off, a low rate pitch transient accompanied by momentary
illumination of the AFCS OFF caution capsules may oc-
cur. These symptoms indicate that a DASH error signal
existed a turn-on and that the DASH actuator is running
at a reduced rate to cancel the error signal. When the
cautions are extinguished, the error signal is cancelled,
and normal DASH operation has resumed. During this
period, when the error signal is being cancelled, the re-
maining AFCS features function normally. AFCS off flight
will not be difficult when the following techniques are
used:
a. Maintain airspeed below established limits.
b. Enter all maneuvers smoothly, keep control move-
ments coordinated and avoid overcontrol.
c. Consistently scan the turn-and-slip indicator to
maintain trim flight.
d. React positively but smoothly to divergent move-
ments.
8-3-3. Center Hook Loads.
In general, the helicopter possesses excellent flight char-
acteristics when performing an external load mission.
The combination of power available, the load carried
beneath the CG, and the design of the cargo hook sys-
tem make loads of minimum or maximum weight relative-
ly easy to carry and handle safely. The type loads carried
can usually be broken down into three major groups: low
density, high density and aerodynamic. Each type load
TM 1-1520-240-10
mentioned displays characteristics all its own and there-
fore must be discussed separately.
CAUTION
Do not lift or rotate the center cargo hook
into the cabin area or allow the mid hook to
lay on the cargo floor or access door panel
during inspection or use. The excessive
tension placed on the triple emergency
release cable housing assembly may par-
tially dislodge the housing and engage or
activate the forward and aft hook emer-
gency release mechanism. This may
cause an inadvertent release of loaded
forward and aft hook assemblies in flight.
CAUTION
External loads must not be rigged entirely
with steel cable (wire rope) slings. To
dampen vibration tendencies, a nylon ver-
tical riser at least 6 feet long must be
placed between the steel cable sling and
the nylon loop or metal shackle which
attaches to the cargo hook. Nylon and
chain leg slings and pure nylon slings
must have at least 6 feet of nylon in each
leg.
CAUTION
When combination internal and external
loads are carried during the same flight
and the external load exceeds 12,000
pounds, position the internal load forward
of the utility hatch. This procedure will
preclude encountering an excessively aft
CG.
8-3-4. Low Density Loads.
When carrying low density loads, airspeed is limited by
the amount of clearance which can be maintained be-
tween the load and the underside of the helicopter since
the load will tend to trail aft as speed is increased.
8-3-5. High Density Loads.
High density loads can usually be flown at cruise air-
speed and in some cases up to Vne, depending on the
configuration of the load, air turbulence, or accompany-
ing vibration.
8-3-1
TM 1-1520-240-10
8-3-6. Aerodynamic Loads.
Aerodynamic loads, such as tow targets, drones, light
aircraft, aircraft parts, wings and tail sections have cer-
tain inherent dangers because of their aerodynamic lift
capabilities. Therefore , the lift capabilities of external
loads must be eliminated before they are lifted. Airspeed
and bank angles will be governed by the reaction of the
load to the airspeed. Drogue chutes shall also be used
to streamline the load. However, the chute must be at-
tached to the load with a swivel fitting.
8-3-2
8-3-7. Multi-Hook Loads.
Handling characteristics are improved when loads are
slung using two-point (forward and aft hook) sling sus-
pension. Load motion is substantially reduced. Potential-
ly unstable loads are directionally restrained by two-point
suspension; airspeed capability is increased above the
airspeed for single-point suspension. When low density
high-drag cargo is carried, the risk of single hook failure
in two-point suspension is reduced by the addition of a
safety sling from the center hook to the forward load
attachment point. The multi-hook configuration also en-
ables the carrying of three independent loads within the
CG limit.

SECTION IV. ADVERSE ENVIRONMENTAL CONDITIONS
8-4-1. Cold Weather Operation.
Refer to FM 1-202, Environmental Flight.
8-4-2. General.
Operating the helicopter in an environment of extreme
low temperature and the associated weather phenome-
na requires that certain techniques and operating proce-
dures be implemented in addition to the normal operating
procedures in Section II. The following operating tech-
niques and procedures have been developed from actu-
al arctic flight testing and other pertinent information.
8-4-3. Preparation for Flight.
The following additional exterior checks are to be per-
formed during cold weather operation.
a. Check that all ice, snow, and frost have been re-
moved from the exterior surfaces, particularly the rotor
blades.
CAUTION
Ice removal should never be accom-
plished by chipping or scraping. Deicing
fluid should be used.
b. Landing gear shock struts, wheel brakes and flight
control system actuators should be checked to make
certain that exposed piston areas are free of dirt, ice,
etc.
c. While checking the engines, the compressor
should be manually checked for freedom of rotation.
Heat must be applied if the compressor is frozen.
d. When operating the ramp, it may be necessary to
cycle it once or twice to achieve proper closure.
e. Ensure that the manually operated vent valves on
the rotary-wing shock absorbers are open at tempera-
tures below –18_C. At temperatures between –18_C and
–1_C, the vent valves may be opened or closed. At tem-
peratures above –1_C, the vent valves must be closed.
f. If seasonal temperatures are +4_C and below, the
aft rotor droop stop shrouds should be installed.
g. At temperatures below –18_C, preheating aircraft
is recommended for a minimum of 1–1/2 hours. Empha-
sis should be placed on engine fuel control units.
h. Refer to Chapter 5 for icing limitations.
TM 1-1520-240-10
8-4-4. Heater Normal Operation.
CAUTION
Cycling of the heater blower may disable
power steering control.
a. Starting.
1. Inlet and outlet coverers — Remove.
2. BATT switch — ON.
3. APU — Start (para. 8-2-18).
4. APU GEN switch — ON. RECT OFF caution
capsule extinguishes.
5. R (right) MAIN FUEL PUMP switches — ON
(only if heater is to started).
CAUTION
Pull the cockpit air knobs slowly to pre-
clude dirt and debris from being blasted
into the air and pilot’s eyes.
6. Push in the air control knobs.
7. Heater function switch — As desired (BLWR
ONLY or HTR ON if BLWR only, steps 8 and 9 below do
not apply).
8. HTR START switch — Press.
NOTE
If the left side of the helicopter is exposed to
the sun, the cabin thermostat may be heated
to 34_C which is sufficient to prevent starting
the heater.
9. CABIN TEMP SEL switch — As desired.
b. Heat Distribution.
1. For maximum cockpit heat proceed as fol-
lows:
(a) Pilot and copilot cockpit air control knobs
— Pull.
(b) DEFOG or DEFROST handle — Pull.
(c) CABIN AIR handle — Push.
(d) CABIN TEMP SEL switch — Full clock-
wise.
2. For maximum cabin heat proceed as follows:
(a) Pilot and copilot cockpit air control knobs
— Push.
(b) DEFOG or DEFROST handle — Push.
8-4-1
TM 1-1520-240-10
(c) CABIN AIR handle — Pull.
(d) Cabin adjustable outlets — Full open.
(e) CABIN TEMP SEL switch — Full clock-
wise.
c. Stopping.
1. Heater function switch — OFF.
NOTE
After heating and ventilating system has been
stopped with the generator(s) ON, the blower
will continue to operate until the temperature
within the heater combustion chamber is be-
low 49_C.
2. Wait two minutes before turning generator(s)
off.
8-4-5. Alternate Operation — Heating and Ventila-
tion System.
The following paragraphs describe heating and ventilat-
ing system failure modes.
8-4-6. Vibrator Contact Failure.
The heater may be equipped with either a solid state
vibrator or an electromechanical vibrator. The electrome-
chanical vibrator may experience vibrator contact failure,
which will result in failure of the heater to operate. Heat-
ers equipped with electromechanical vibrators are identi-
fied by a rotary selector switch on the heater junction box.
The electromechanical vibrator is equipped with two sep-
arate sets of contacts designated NORMAL and RE-
SERVE. Upon failure of the normal contacts, the reserve
set may be brought into operation by placing the switch
on the junction box to RESERVE. The junction box is on
the ignition unit next to the heater.
8-4-7. Heater Overheat Condition.
If the HEATER HOT caution illuminates, proceed as fol-
lows:
CAUTION
The heater function switch shall remain
ON while performing steps a. through c.
a. Wait two minutes for cool down.
b. HTR START switch — Press.
c. HEATER HOT caution — Monitor. The HEATER
HOT caution light will not extinguish until combustion
chamber temperature is below 177_C and HTR START
switch is pressed.
8-4-8. Engine Starting.
No special cold weather start procedures are
required.
8-4-2
8-4-9. Warmup and Ground Tests.
Allow the engine and transmission oil pressures and tem-
peratures to stabilize prior to takeoff. This will require
several minutes of operation at FLT.
To prevent unnecessary scratches, allow electrical wind-
shield heating to completely soften frost, snow, or ice
before using the windshield wipers.
8-4-10. Taxiing.
Difficulty will be encountered when taxiing on ice and
snow covered surfaces where braking action is poor.
Taxiing on the aft gear (front wheels off the ground) is
recommended; however, caution should be taken be-
cause of the poor visibility resulting from blowing snow.
8-4-11. Takeoff.
No unusual problems are associated with either the hov-
ering, rolling, or vertical type takeoffs other than the ef-
fects of blowing snow and slippery surfaces. Depending
on the weight of snow and ice accumulated on or in the
fuselage, takeoff and overall performance can be seri-
ously affected.
8-4-12. During Flight.
Initial hovering with cold hydraulic fluid may produce in-
sensitive control inputs. Hovering above 10 feet (aft
wheel clearance) is recommended under these condi-
tions until operation is normal. With AFCS on, light pitch
and roll oscillations can be expected during the first 10 or
20 minutes of flight
8-4-13. Descent.
No unusual problems are encountered during a descent.
Use windshield heat if necessary.
8-4-14. Landing in Snow.
Landing in loose snow from a hover presents the unusual
problem of low visibility caused by blowing snow. This
helicopter does not produce this effect to any greater
extent than other helicopters; however caution should be
exercised during this type landing.
8-4-15. After Landing.
Maneuvering the helicopter into a slippery parking area
may be difficult to accomplish and towing may be neces-
sary. Taxiing on the aft gear should not be used to posi-
tion the helicopter among other parked aircraft.
8-4-16. Engine Shutdown.
No unusual problems are encountered during engine
shutdown as long as the procedures in Section II are
adhered to.

8-4-17. Before Leaving Helicopter.
If the helicopter is to be parked outside for extended
periods, maintenance personnel should install all protec-
tive covers and secure the rotor blades. When ambient
temperatures of –18_C and below are expected and the
helicopter is to be parked outside, maintenance person-
nel should also remove the battery and store it in a warm
area until required for further operation.
8-4-18. Desert and Hot Weather Operation.
Refer to FM 1-202, Environmental Flight.
8-4-19. General.
The reduction in power available and the resulting de-
crease in helicopter performance caused by reduced air
density and EAPS is the main consideration during des-
ert and hot weather operation. Therefore, greater em-
phasis must be placed on determining performance dur-
ing mission planning.
8-4-20. Preparation for Flight.
A normal preflight inspection is to be conducted as de-
scribed in section II. Extra emphasis should be placed on
equipment which may be affected by higher tempera-
tures, such as tires, seals and hydraulic components. In
addition, check equipment for signs of deterioration or
excessive abrasion from blowing dust or sand. Windows
and doors should be opened to provide increased ven-
tilation.
8-4-21. Engine Starting.
The normal engine starting procedures in section II are
to be used.
8-4-22. Taxiing.
Braking should be kept to a minimum to prevent overhea-
ting. Ground operation in general should be kept to a
minimum.
8-4-23. Takeoff, Climb, Cruise, and Descent.
Helicopter performance may be reduced; therefore tech-
niques should be adjusted accordingly.
8-4-24. Landing.
The landing procedures in Section II apply. Braking
should be kept to a minimum to prevent overheating.
8-4-25. Engine Shutdown.
It may be necessary to motor the engines if temperature
does not decrease below 350_C. It may not be possible
to lower the temperature to 260_C. If the temperature will
not decrease below 260_C, terminate motoring when the
temperature indication stabilizes.
TM 1-1520-240-10
NOTE
Pilots should make an attempt to avoid motor-
ing periods in excess of 15 seconds.
8-4-26. Before Leaving the Aircraft.
Leave all windows and doors open to increase ventila-
tion, except during conditions of blowing dust or sand.
8-4-27. Turbulence and Thunderstorm Operation.
8-4-28. Prior to Entering Turbulent Air.
CAUTION
To prevent engine overtorque, do not enter
forecast moderate or stronger turbulence
with the thrust brake (portion of the CCDA)
inoperative or BARO ALT engaged.
Prior to entering moderate or stronger turbulent air, the
following should be accomplished:
1. BARO ALT switch — Disengaged.
2. Crew — Alert.
3. Airspeed — Adjust as follows:.
a. In severe turbulence, decrease air-
speed to Vne minus 15 knots or to
maximum range, whichever is slower.
(Refer to Chapter 7.)
b. In moderate turbulence, decrease air
speed to Vne minus 10 knots or to maxi
mum range, whichever is slower. (Refer
to chapter 7.)
4. Longitudinal cyclic trim — Select MAN, then
adjust both actuators for the airspeed to be
flown. This is accomplished to prevent the
cyclic trim actuators from cycling.
5. Loose equipment — Secure.
6. Safety belts and shoulder harneses —
Tighten.
8-4-29. In Turbulent Air.
The thrust control position, when adjusted for the air-
speeds mentioned above, should be maintained and the
attitude indicator should be used as the primary pitch
instrument. The altimeter and vertical velocity indicator
may vary excessively in turbulence and should not be
relied upon. Airspeed may vary as much as 40 knots. By
maintaining a constant thrust control position and a level
flight attitude on the attitude indicator, airspeed will re-
main relatively constant even when erroneous readings
are presented by the airspeed indicator.
8-4-3
TM 1-1520-240-10
8-4-30. Flight in Thunderstorms.
Flight in or in close proximity to thunderstorms is to be
avoided because of the accompanying severe turbu-
lence and restricted visibility. If a thunderstorm is inad-
vertently encountered during flight, the procedures for
flight in turbulent air are to be followed and the flight path
altered to leave the area. Should a thunderstorm be en-
countered during a night flight, the cockpit dome light
should be turned on with white light selected to minimize
the blinding effect of lightning. Refer to chapter 5 for
limitations.
8-4-31. Ice and Rain.
8-4-32. Ice.
The helicopter is equipped with pitot tube, AFCS yaw port
heating, and windshield anti-icing systems to enable safe
flight in light icing conditions. Operation of these systems
is described in Chapter 2. Additional information and
specific procedures are also included in this section un-
der Cold Weather Operations. The greatest damage
caused by ice accumulation is lowered rotor blade effi-
ciency resulting in decreased range and endurance. If
icing is encountered during IMC flight, consideration
must be given to reduced range and endurance due to
increased fuel consumption. Refer to chapter 5 for limita-
tions.
8-4-33. Exterior Inspection.
Refer to paragraph 8-2-10.
8-4-34. Taxiing.
Taxi at slow speeds to ensure positive braking action
during turns. The forward tilt of the rotors will cause the
helicopter to continue moving forward if icy conditions
prevent braking.
8-4-35. Before Takeoff.
When the takeoff is to be accomplished into possible
icing conditions, the following are to be accomplished as
part of the Before Takeoff Check.
ANTI-ICE switches — ON. Refer to chapter 5 for limita-
tions.
8-4-36. During Flight.
Since all of the systems on this helicopter are of the
anti-icing rather than the de-icing type, always start sys-
tems at least 5 minutes before entering a suspect or
forecast icing area. In addition, engine icing can occur at
temperatures above freezing.
a. Extended flight in light icing conditions may result
in lateral and vertical vibrations caused by asymmetric
self-shedding of ice. Minor rotor blade damage may oc-
cur from ice shedding at 10_C and below. One-per-rev
lateral vibrations from asymmetric shedding at any tem-
8-4-4
perature may occur. If vibrations are encountered, air-
speed should be reduced and the aircraft should be flown
out of the icing area.
b. Extended flight in icing conditions can result in ice
accumulating on the helicopter heater fuel drain. If the
heater shuts down during icing, do not attempt restart
until ice is removed from the heater intake, exhaust, and
heater fuel drain.
8-4-37. Approach and Landing.
Accomplish a normal approach and landing; but if icing
is present, increased power will be required. The forward
and aft wheels accumulate ice, which can result in the
brakes freezing. If icing conditions have been encoun-
tered, a zero forward ground speed landing should be
accomplished.
8-4-38. Rain.
It is considered that rain will have no detrimental effect on
the flight characteristics or performance of the helicopter.
The windshield wipers should be adjusted to FAST dur-
ing an instrument approach in rain, as rain may present
a restriction to visibility. Pitot heat should be used for
flights in rain to prevent moisture from accumulating in
the pitot tube and AFCS yaw ports and tubing.
8-4-39. Salt Water Operation.
8-4-40. Power Deterioration.
Salt spray ingestion in turbine engines may result in a
loss in performance as well as a loss in compressor stall
margin. This reduction in stall margin makes the engine
susceptible to stalls during acceleration, and more partic-
ularly, under deceleration conditions. As spray is in-
gested and strikes the compressor blades and stator
vanes, salt is deposited. The resulting buildup gradually
changes the airfoil sections, which in turn affects perfor-
mance. This deterioration will be noticed as a decrease
in torque and an increase in PTIT for a given N1. Should
the deterioration reach the point where the compressor
actually stalls, PTIT will increase, while N1 and torque
will decrease. The circumstances under which power
deterioration may occur during salt water operation vary
with a number of factors. The flight regime, gross
weight,wind direction and velocity, pilot technique, dura-
tion of maneuver, salinity of the water, and the relative
density of the salt spray, all have a bearing on perfor-
mance deterioration. Intermittent operation in moderate
salt spray conditions could expose the engines to
enough salt spray to cause noticeable performance de-
terioration. During prolonged operations (such as low
hovering) in heavier spray conditions, power deteriora-
tion will be apparent and is more critical. Maneuvers such
as hovering close to the water in light winds, or low flights
at low speeds will generate maximum rotor downwash
spray conditions. Careful operation, following the proce-
dures and limitations contained herein, in strict adher-
ence to the prescribed maintenance procedures when

operating in these conditions, should result in the pres-
ervation of rated engine power.
8-4-41. Hovering.
Hovering over salt water at altitudes that cause concen-
trated spray into the engine inlets results in gradual pow-
er deterioration and eventual reduction of compressor
stall margin. Operation in these conditions should be
avoided or minimized. The following procedures are
grouped according to wind conditions. Maximum hover-
ing altitude, consistent with safety and mission accom-
plishment, is recommended to reduce possibility of salt
spray ingestion. Prolonged hovering over salt water
which results in spray ingestion, indicated by spray on
the windshield, must be avoided. The amount of spray
observed on the windshield is usually the best indication
of spray ingestion into the engine outlets.
TM 1-1520-240-10
a. No wind. Hovering in a no wind condition normally
results in a relatively low spray concentration at all hover-
ing altitudes.
b. Light winds (approximately 5 to 16 knots). Hover-
ing in these conditions results in the heaviest or most
critical spray concentrations. Spray can be minimized by
heading changes with reference to wind direction and
ascertaining minimum spray concentration on wind-
shield.
c. Moderate to heavy winds (15 knots and
above). Higher winds normally result in the lowest of
spray concentration at all hovering altitudes. In these
conditions, hovering can be accomplished into the wind.
8-4-42. After Flight.
Refer to Appendix C.
8-4-5/(8-4-6 blank)

CHAPTER 9
EMERGENCY PROCEDURES
SECTION I. HELICOPTER SYSTEMS
9-1-1. Helicopter Systems.
This section describes helicopter systems emergencies
which ,may reasonably be expected to occur and pres-
ents the procedures to be followed. Emergency opera-
tion of mission equipment is contained in this chapter,
insofar as its use affect safety of flight. Emergency proce-
dures are given in checklist form when applicable. A
condensed version of these procedures is included in TM
55-1520–240-10-CL. Refer to figure 9-1-1 and 9-1-2 for
emergency equipment, exits, and entrance.
9-1-2. Immediate Action Emergency Checks.
NOTE
The urgency of certain emergencies requires
immediate and instinctive action by the pilot.
The most important single consideration is
helicopter control. All other procedures are
subordinate to this requirement. The MAS-
TER CAUTION should be reset after each
malfunction to allow systems to respond to
subsequent malfunctions. When appropriate,
a check of the affected PDP for open circuit
breakers should be accomplished, in some
cases this may minimize or eliminate the em-
ergency. An example of this would be an ap-
parent failure of an instrument, whereas re-
setting the circuit breaker restores operation.
If time permits during a critical emergency,
jettison external loads, and lock shoulder har-
nesses.
Those steps that must be performed immediately in an
emergency procedure are underlined. These steps
must be performed without reference to the checklist
(CL). When the situation permits, non–underlined steps
will be accomplished with the use of the CL.
9-1-3. Definition of Emergency Terms.
For the purpose of standardization, the following
definitions shall apply:
a. The term LAND AS SOON AS POSSIBLE is
defined as executing a landing to the nearest suitable
landing area. (e.g., open field) without delay. ( the
primary consideration is to assure the survival of
occupants.)
b. The term LAND AS SOON AS PRACTICABLE is
defined as executing a landing at the nearest suitable
airfield/heliport.
TM 1-1520-240-10
c. The term AUTOROTATE is defined as adjusting
the flight controls as necessary to establish an autorota-
tional descent and landing.
1. Thrust control — Adjust as required to
maintain RRP
2. Pedals — Adjust as required.
3. Cyclic — Adjust as required.
d. The term EMER ENG SHUTDOWN is defined as
engine shutdown without delay. Engine shutdown in
flight is usually not an immediate action unless a fire
exists. Before executing an engine shutdown, identify the
affected engine by checking indications of torque,
RRPM. N1, PTIT, engine oil pressure and 714A ENG
FAIL Caution.
CAUTION
When in-flight shutdown of a malfunctioning
engine is anticipated positive identification
of the malfunctioning engine must be ac-
complished to avoid shutting down the
wrong engine.
1. ENG COND lever — STOP.
2. FIRE PULL handle — PULL (engine fire
only).
3. AGENT DISCH switch — As required. (en-
gine fire only).
e. The term ABORT START is defined as engine
shutdown to prevent PTIT from exceding limits orwhe-
never abnormal operation is indicated. If high PTIT was
indicated, the engine must be monitered to decrease
PTIT below 260_C.
1. ENG COND lever — STOP.
2. ENG START switch — MTR (if high PTIT is
indicated).
NOTE
If a second engine start is to be attempted,
wait at least 15 seconds after the N1 tacome-
ter indicates zero before attempting start.
This will allow sufficient time for fuel to drain
from the combustion chamber.
9-1-4. Emergency Warning Signals and Exits.
The helicopter is equipped with an emergency troop
alarm and jump light system. The following standard sig-
9-1-1
 TM 1-1520-240-10
nals will be used to notify occupants of an emergency
situation:
1. Prepare for ditching, or crash landing — 3
short rings.
2. Water contact — Sustained ring.
Safety equipment, emergency exits, and entrance routes
are shown in Figures 9-1-1 and 9-1-2. Emergency exit
door handles are yellow and black striped. Safety equip-
ment consists of seven first aid kits, three hand fire extin-
guishers, one emergency escape axe, and three emer-
gency exit lights.
9-1-5. After-Emergency Action.
After a malfunction of equipment has occurred, appropriate
emergency actions have been taken, and the helicopter is
on the ground, an entry must be made in the Remarks
Section of DA Form 2408-13-1.
9-1-6. Engine.
9-1-7. Flight Characteristics.
a. If an engine failure occurs, no control problems
exist unless power from the remaining engine is not suffi-
cient to maintain the selected RRPM. If sufficient power
is not available to maintain altitude, descend to an alti-
tude where single-engine (S/E) flight can be accom-
plished (fig. 9-1-3 and 9-1-4 for S/E performance data).
The best indications of engine failure are decreased
torque on the failed engine and a compensating increase
in torque on the remaining engine, accompanied by a
droop in RRPM, and a continuing decrease in N1 speed
below 60 percent. An engine failure will have no effect on
any of the helicopter systems as long as the RRPM is
maintained above the minimum speed. On the 714A a
1% to 3% RRPM momentary transient can be anticipa-
ted. Then RRPM will automatically recover to the se-
lected RRPM. 714A Single engine failure is character-
ized by an engine fail caution light, change in engine
noise, split in torque, momentary drop in the RRPM with
the DECU recovering RRPM to 100% within maximum
single engine torque limits.
b. 712 When one engine fails, rotor speed can be
expected to drop to as low as 93 percent. Safe RRPM
9-1-2
can usually be regained by using engine beep trim and
power available of the operating engine.
c. If sufficient power is not available, normal RRPM
is regained by lowering the thrust control. Procedure to
be followed after engine failure will be governed by the
altitude and airspeed available for helicopter control and
for maintaining sufficient RRPM for continued flight and
landing. The height-velocity diagram (fig. 9-1-4 and
9-1-6) present the airspeeds and wheel heights from
which a safe landing can be made at various GW and
temperatures following a S/E failure.
d. Decrease in thrust after engine failure will vary with
altitude and airspeed at the time of occurence. For
example, thrust must not be decreased when an engine or
engines fail at a hover in-ground effect (HIGE): whereas,
during cruiseflight conditions, altitude and airspeed are
sufficient for a significant reduction in thrust, thereby
allowing rotor speed to be maintained in the safe operating
range. Following an engine failure, cyclic control isadjusted
as necessary to remain in hover over the desired point or
to control airspeed and flight path in forward flight. Pedal
pressure is applied as necessary to control aircraft
heading.
e. Airspeed should be maintained at the opti-
mum for existing conditions for continued flight (S/E
failure) or for autorotational descent (dual-engine
failure). As airspeed increases above 70 KIAS in
autorotation, there is a corresponding increase in rate
of descent (R/D). Airspeed up to 100 KIAS or Vne,
whichever is slower, will increase glide distance but
should be avoided at low altitude because the time
available to decelerate is critical. At airspeeds below
70 KIAS. R/D in autorotation increases and glide
distance decreases. Gliding the helicopter in autorota-
tion out-of-trim will also increase R/D and decrease
glide distance.
9-1-8. Minimum Rate of Descent — Power Off.
The power off minimum R/D is attained at an indicated
airspeed of approximately 70 knots and 100% RRPM
(fig. 9-1-7).
9-1-9. Maximum Glide Distance — Power Off.
The maximum glide distance is attained at an indicated
airspeed of 100 knots or Vne, whichever is slower, and
100% RRPM (fig. 9-1-7).
 TM 1-1520-240-10

Figure 9-1-1. Emergency Equipment

9-1-3
TM 1-1520-240-10

EMERGENCY EXIT
PULL STRAP OUT
PUSH WINDOW OUT

Figure 9-1-2. Emergency Entrance and Escape Routes (Sheet 1 of 2)

9-1-4
 TM 1-1520-240-10

CUT HERE
FOR
EMERGENCY
RESCUE

Figure 9-1-2. Emergency Entrance and Escape Routes (Sheet 2 of 2)

9-1-5
 TM 1-1520-240-10
9-1-10. Dual Engine Failure.
CAUTION
Jettison external cargo as soon as possible
after engine failure. This will help to prevent
damage to the helicopter during touchdown
and will reduce weight and drag, thereby
improving autorotational performance.
a. Low Altitude / Low Airspeed. When both engines
fail at low altitude and low airspeed, sufficient altitude is
not available to increase RRPM. Establish the best
autorotational airspeed, jettison external cargo (if
applicable), and decelerate effectively prior to
touchdown. Initial thrust reduction will vary from no
reduction at zero airspeed below 20 feet to full reduction
at higher airspeeds and altitudes. Attempt to maintain at
least 96 percent.
b. Cruise. c. In cruise flights up to Vne, reduce
thrust immediately to full down position to regain RRPM.
Adjust cyclic pressure as necessary to maintain the re-
quired airspeed. The Autorotation Approach Corridor,
figure 9-1-8, presents those combinations of airspeeds
and wheel heights from which a safe autorotatiive landing
may be made following a second engine failure. Autorotative
approaches are recommended in the caution area. At high
gross weights, the rotor may tend to overspeed and may
require thrust application to maintain RPM below the upper
limit. Thrust should never be applied to reduce RPM for
extending glide distance because this reduces RPM avail-
able for use during touchdown. When both engines fail at
cruise, proceed as follows:
CAUTION
The helicopter must be maneuvered into
the autorotation approach corridor prior
to landing to assure a safe outcome of the
maneuver.
9-1-6
1. AUTOROTATE.
2. External cargo — Jettison.
3. ALT switch — Disengage.
9-1-11. Single Engine Failure.
The action taken after one engine fails will depend on
altitude, airspeed, phase of flight, areas available for
landing, and S/E capability of the helicopter. Immediately
after any engine malfunction, the flight engineer should
check the engine for the possibility of fire. If required,
external cargo should be jettisoned as soon as possible
after engine failure. This will help to prevent damage to
the helicopter during touchdown and will reduce weight
and drag, thereby improving S/E performance.
Thrust control adjustments will depend on altitude at the
time of engine failure. For example, at (HIGE) below 20
feet, maintain thrust control position as the operative
engine beep trim is increased. At a hover above 20 feet,
thrust should be lowered slightly to maintain at least 96
percent RRPM. If altitude permits, thrust may be lowered
sufficiently to maintain normal RRPM.
Cyclic inputs will depend on altitude and airspeed. At a
(HIGE), the helicopter should be maintained in a hover-
ing attitude. in forward flight, at low altitude (below 50
feet), when S/E flight is not possible a decelerating atti-
tude should be assumed to dissipate airspeed and aid in
cushioning the helicopter. If airspeed is slow and altitude
permits, the helicopter should be placed in an accelerat-
ing attitude of up to 30_ nose-low to gain airspeed as the
operative engine beep trim is increased. This nose-low
attitude should not be used at extremely low alttiude
because of reduced reaction time, R/D, and the response
of the helicopter. Any time the helicopter assumes a de-
celerating attitude in close proximity to the ground, avoid
rotating the aft gear into the ground at touchdown.
 TM 1-1520-240-10

Figure 9-1-3. 712 Single - Engine Service Ceiling

9-1-7
TM 1-1520-240-10

Figure 9-1-4. 712 Height Velocity Diagram for Safe Landing After Single-Engine Failure (Sheet 1 of 3)

9-1-8
 TM 1-1520-240-10

Figure 9-1-4. 712 Height Velocity Diagram for Safe Landing After Single-Engine Failure (Sheet 2 of 3)

9-1-9
TM 1-1520-240-10

Figure 9-1-4. 712 Height Velocity Diagram for Safe Landing After Single-Engine Failure (Sheet 3 of 3)

9-1-10
 TM 1-1520-240-10

Figure 9-1-5. 714A Single-Engine Service Ceiling

9-1-11
TM 1-1520-240-10

Figure 9-1-6. 714A Height Velocity Diagram for Safe Landing After Single-Engine Failure (Sheet 1 of 3)

9-1-12
 TM 1-1520-240-10

Figure 9-1-6. 714A Height Velocity Diagram for Safe Landing After Single-Engine Failure (Sheet 2 of 3)

9-1-13
TM 1-1520-240-10

Figure 9-1-6. 714A Height Velocity Diagram for Safe Landing After Single-Engine Failure (Sheet 3 of 3)

9-1-14
 TM 1-1520-240-10

Figure 9-1-7. Maximum Glide Distance / Minimum Rate of Decent in Autorotation

9-1-15
TM 1-1520-240-10

Figure 9-1-8. Autorotational Approach Corridor for Second Engine Failure

9-1-16

9-1-12. 714A ENG 1 FAIL or ENG 2 FAIL.
The ENG 1 or ENG 2 FAIL caution is illuminated whenev-
er the engine failure logic within the DECU recognizes
any of the following:
1. Power turbine shaft failure. N2 is greater
than RRPM by more than 3%.
2. N1 underspeed.
3. Engine flameout.
4. Over temperature start abort (Primary
mode only).
5. Primary system fail freeze (Primary and
Reversionary mode hard faults, FADEC
caution is illuminated).
6. During normal shutdown as the N1 rpm
goes below 48% the ENG 1 FAIL or ENG 2
FAIL caution is illuminated and then turned
off 12 seconds after the N1 rpm drops below
40%.
9-1-13. Single Engine Failure — Low Altitude/Low
Airspeed and Cruise.
If an engine fails under conditions that will permit S/E
flight, thrust and 712 engine beep trim must be adjusted
as required to maintain safe RRPM. Initial thrust reduc-
tion will vary from no reduction at zero airspeed below 20
feet to a significant reduction at higher altitudes and air-
speeds. Attempt to maintainat least 96 percent RRPM.
If the helicopter is below the best S/E climb airspeed,
forward cyclic must be applied to attain a nose-low attitu-
de of up to 30_ in order to gain airspeed. As airspeed
increases to 30 knots, adjust the pitch attitude of the
aircraft to accelerate to the best S/E airspeed.
If an engine fails under conditions that will not permit S/E
flight, the procedures will be essentially the same as for
continued flight, except that cyclic pressures are applied
to decelerate the helicopter for touchdown, rather than
continued acceleration. During deceleration, just prior to
touchdown, avoid rotating the aft landing gear into the
ground.
Continued flight is possible:
1. Thrust control — Adjust as necessary to
maintain RRPM.
2. 712 ENGINE BEEP TRIM switch —RPM
INCREASE as required.
3. External cargo — Jettison (if required).
4. ALT switch — Disengage.
5. Land as soon as practible.
6. EMER ENG SHUTDOWN (when
conditions permit).
TM 1-1520-240-10
NOTE
If S/E flight can be maintained, an attempt to
restart the inoperative engine may be made if
there is no evidence of fire or obvious me-
chanical damage.
Continued flight is not possible:
Land as soon as possible.
9-1-14. Engine Restart During Flight.
WARNING
Fire detector and extinguishing systems
are not provided for the APU. Crewman
must monitor APU area for fire.
CAUTION
If abnormal indications are present during
the restart, shut down the engine immediate-
ly.
1. APU — Start.
2. 712 ENG COND lever (inoperative en-
gine) — STOP.
3. 714A ENG COND lever (inoperative en-
gine) — STOP, then GND.
4. FIRE PULL handle — In.
5. All FUEL PUMP switches — ON.
6. XFEED switch — As required.
7. Starting engine — Perform.
8. APU — OFF.
9-1-15. 712 Normal Engine Beep Trm System
Failure (High Side) or N2 Governor Failure.
Failure of the normal engine beep trim system to the high
side may be recognized by increasing torque on the af-
fected engine, decreasing torque on the unaffected en-
gine, an increase in RRPM, and a lack of response of
normal engine beep trim. These indications should be
confirmed by observing all the engine instruments.
Controling RRPM with the ECL must be done smoothly
and with care. Engine response is much faster and it is
possible to cause the RRPM to exceed limitations or
decrease to the point that the generators will be discon-
nected from the buses. If the thrust control is moved, it is
necessary to control RRPM with the engine condition
lever and the No.1 and 2 ENGINE BEEP TRIM switch. If
a malfunction to the high side occurs, perform the follow-
ing:
1. Thrust control — Adjust as required to
maintain RRPM within limits.
9-1-17
TM 1-1520-240-10
2. ENG COND lever (affected engine) —
Adjust to a position between FLT and GND
that will control RRPM.
3. ENGINE BEEP TRIM switch NO. 1 & 2 —
Adjust as required.
4. Land as soon as practicable.
9-1-16. 712 Normal Engine Beep Trim System
Failure (Low Side or Static).
Failure of the normal engine beep trim system to the low
side can be recognized by decreasing torque on the af-
fected engine, increasing torque on the unaffected en-
gine, a lossof RRPM, a lack of response to ENGINE
BEEP TRIM and N1 satbilized at or above ground idle (60
to 63% N1). These indications also accompany an en-
gine failure: therefore, engine instruments must be moni-
tored to determine which event has occurred. A static
failure may be recognized by failure of one or both en-
gines to respond to beep commands or may resemble a
high or low side failure when the thrust control is lowered
or raised.
If the thrust control is moved with either EMERG ENG
TRIM AUTO/MANUAL switch in MANUAL, it is neces-
sary to control RRPM and torque by use of the appropri-
ate EMERG ENG TRIM INC or DECR switch. Perform
the following:
1. EMERG ENG TRIM switch (affected en-
gine) — Adjust as required.
2. EMERG ENG TRIM AUTO/MANUAL
switch (affected engine) — MANUAL.
3. EMERG ENG TRIM switch (affected en-
gine) — Adjust in coordination with the EN-
GINE BEEP TRIM NO. 1 &2 switch to nor-
mal operating RRPM and match torque.
9-1-17. 714A FADEC FAILURES.
In some cases a failure may occur without illuminating
the FADEC, REV, and/or ENG FAIL light(s) and the only
indication of a failure will be from engine indications. In
these cases the pilot must excersise prudent judgement
and perform actions as required. Those actions may in-
clude increasing the thrust for a runaway engine, manual
ECL control, manually selecting FADEC control panel
switches, or engine shutdown for a fail fixed position.
9-1-18. 714A FADEC 1 or FADEC 2 Caution.
1. FADEC INC-DEC beep switches (af-
fected engine) — Adjust as required.
2. Reduce rate of Thrust CONT lever
changes.
9-1-18
9-1-19. 714A FADEC 1 and FADEC 2 Cautions.
1. FADEC ENG 1 and ENG 2 INC-DEC beep
switches — Beep to 100 percent, match
TQs.
2. Reduce rate of THRUST CONT lever
changes.
3. Land as soon as practicable.
9-1-20. Engine Fluctuations without FADEC 1/2
Light.
The FADEC system may fail without illuminating the FA-
DEC 1/2 light. this will be indicated by power fluctuations
(TQ, N1, Fuel Flow, Rotor RPM, and PTIT indications)
with a set thrust position. Proceed as follows:
Load share switch — Select PTIT.
If engine power flucations are not correct.
1. Load share switch — TQ.
2. No. 1 engine FADEC switch — REV.
If engine power flucations are not correct.
3. No. 1 engine FADEC switch — PRI.
4. No. 2 engine FADEC switch — REV.
If engine power flucations are not correct.
Land as soon as practicable.
714A Reversionary System Failures.
9-1-21.
CAUTION
The aircrew should be alert to the possibil-
ity of abrupt NR changes when opening
the FADEC in single or dual engine REV
mode(s).
When operating in the reversionary mode and the rever-
sionary mode sustains a hard fault, REV 1 or REV 2
caution illuminates, a failed fixed fuel flow condition may
exist, The ENG COND lever will be inoperative, therefore
unable to modulate engine N1. The indications may be
a change in sound, vibration absorbers may detune
causing vibration and a possible increase in NR when the
THRUST CONT lever is reduced.
The Reversioanry may also fail without illuminating the
REV light. In this case, the Reversionary beep switces
may become inoperative but the ENG COND lever may
be operative.
Two different reactions can occur depending if the engine
with the failed FADEC went into fixed fuel flow at a high
fuel flow or a low fuel flow.
In a high fuel flow situation, the FADEC on the non mal-
functioning engine may cause the non malfunctioning
engine to drop off line in an effort to maintain 100 percent
NR (since the failed engine has a high fixed fuel flow).

Conversely, if the failure occurred at a low power setting,
the malfunctioning engine will provide little or no power
upon demand. These indications must be confirmed by
observing the engine instruments display since the non-
malfunction engine could have low or high torque in com-
parison to the fixed fuel flow engine.
This fixed fuel flow condition may cause an increase in
NR when THRUST CONT lever is reduced. Another indi-
cation would be a split in TQ with upward or downward
THRUST CONT applications.
This fixed fuel condition may be capable of providing
partial power at THRUST CONT application depending
on the power that was required when the system sus-
tained the hard failure.
Failure of the REV engine control system to a fixed fuel
flow may require the engine to be shutdown at some
point before landing to prevent NR overspeed. Once the
decision is made to shut down the engine and prior to
pulling the T handle with the ENG COND lever in the FLT
position, the pilot may attempt to regain control of the
FADEC by toggling the FADEC switch from PRI to REV
and back to PRI without hesitation between switch posi-
tions.
If the REV light is illuminated, the engine may not restart
after shut-down.
During Reversionary operation, there may be loud re-
ports from the engine during low power condition includ-
ing a bleed band malfunction. If this is encountred, mini-
mize low power conditins on affected engine.
9-1-22. 714A REV 1 and/or REV 2 (WITHOUT) AS-
SOCIATED FADEC LIGHT(s) ON.
CAUTION
Do not manually select reversionary mode
on affected engine as uncommanded pow-
er changes may occur.
9-1-23. 714A REV 1 or REV 2 (WITH) Associated
FADEC LIGHT ON.
The FADEC of the non affected engine will attempt to
maintain 100% RRPM. If engine shutdown is required,
positively identify the affected engine by observing en-
gine instruments.
1. Land as soon as possible.
2. EMER ENG SHUTDOWN — As required.
9-1-24. 714A REV 1 and REV 2 (WITH) Associated
FADEC LIGHTS ON.
With both FADEC and REV lights illuminated, no engine
or RRPM control will be provided by the FADEC. The
decision to shutdown the engine(s) should be based on
TM 1-1520-240-10
RRPM and fixed power output, keeping in mind the pow-
er required for touchdown.
1. Land as soon as possible.
2. EMER ENG SHUTDOWN — As required.
9-1-25. Engine Transmission Clutch Failure to
Engage.
An engine transmission clutch failing to engage is most
likely to occur when the engine condition lever is ad-
vanced from GND to FLT or during engine start. The
indications of an engine transmission clutch failing to
engage are: a loss of torque indication for an engine or
erratic torque indications for an engine or failure of the N1
of an engine to accelerate past 70 percent N1 when
advancing the ENG COND lever to FLT. A sudden high
torque clutch engagement may cause severe engine and/
or drive train damage. A sudden engagement is indicated by
a loud noise and/or a sudden large increase in engine tor-
que. Should the engine transmission fail to engage, perform
the following:
WARNING
Do not shutdown both engines simulta-
neously. Maintain RRPM with the engaged
engine until affected engine N1 reaches zero
(0).
1. EMER ENG Shutdown — (Affected en-
gine).
When N1 reaches (0):
2. EMER ENG Shutdown — (engaged en-
gine).
9-1-26. Engine Shutdown — Complete Electrical
Failure.
F 1. FUEL VALVE #1 and #2 ENGINE —
CLOSE.
2. Normal shutdown — Perform.
9-1-27. Engine Shutdown — Condition Lever Failure.
Should the engine condition lever fail to shut down or
control an engine, use the following procedure for engine
shutdown.
1. FIRE PULL handle (affected engine) —
Pull.
2. Normal shutdown — Perform.
9-1-19
 TM 1-1520-240-10
9-1-28. Engine Shutdown with APU or APU Genera-
tor Inoperative.
CAUTION
When the rotors stop turning, no hydraulic
pressure is available to motor the engines.
In the event of internal engine fire when
engine motoring cannot be accomplished,
use fire extinguishing equipment as nec-
essary to extinguish the fire.
Apply external electrical and hydraulic power (if avail-
able) and continue with a normal shutdown. If external
electrical and hydraulic power is not available, proceed
as follows:
1. No. 2 Engine — Perform a normal shutdown.
2. All unnecessary electrical switches
(except BATT switch) — OFF.
3. GEN 1 and 2 switches — OFF.
4. ENG COND 1 lever — GND. Wait until PTIT
decreases and then begins to increase; then
move the ENG COND 1 lever to STOP.
5. ENG 1 START switch — MTR until rotors stop
or PTIT is below 260_ C.
6. Normal shutdown — Perform.
9-1-29. Engine Oil — Low Quantity/High Tempera-
ture or Low Pressure.
A low engine oil quantity condition will be indicated by the
lighting of the NO. 1 ENG OIL LOW or NO. 2 ENG OIL
LOW caution light. When either oneor both of these cau-
tion lights come on, about 2 quarts of usable oil remain
in the respective oil tank. If one or both of the caution
lights come on, check oil temperature and oil pressure
indicators (affected engine) for abnormal indications. If
the indication on the oil temperature indicator is high or
the indication on the oil pressure indicator exceeds limits,
high or low, perform the following:
1. If engine power is required for flight:
Land as soon as possible.
2. If engine power is NOT required for flight:
a. EMER ENGINE SHUTDOWN —
Affected Engine)
b. Land as soon as practicable.
9-1-30. Engine Chip Detector Caution Light ON.
If either NO. 1 or NO. 2 ENG CHIP DET caution light
comes on, perform the following:
1. If engine power is required for flight:
Land as soon as possible.
9-1-20
2. If engine power is NOT required for flight:
a. EMER ENGINE SHUTDOWN — (Af-
fected Engine)
b. Land as soon as practicable.
9-1-31. Rotor, Transmission, and Drive Systems.
WARNING
If an interposer block or rotor blade droop
stop is not in place, the flight engineer will
notify the pilot in command. All non-crew-
members will evacuate the aircraft to a safe
position. If possible, crew will contact main-
tenance and attempt to engage interposer
block with a high pressure water stream or
prepare aircraft for shutdown in such a way
as to minimize damage to the aircraft and
components and prevent injury to person-
nel. If interposer blocks appear to be in place,
the flight engineer will clear the pilot to shut
down the first engine. After the first engine is
shut down, the flight engineer will observe
the rotor blade tip path of the forward and aft
rotor heads. A rotor blade drooping signifi-
cantly lower than the other blades indicates
a missing droop stop. In this case the
remaining running engine condition lever
(ECL) should be advanced until sufficient
rotor RPM is achieved to lift rotor blades off
of droop stops to insure no blade contact
with airframe and maintenance contacted to
prepare aircraft for an emergency shutdown
that will minimize damage to aircraft and
injury to personnel.
9-1-32. NO. 1 or NO. 2 ENG XMSN HOT Caution.
1. EMERG ENG SHUTDOWN.
F 2. Affected engine transmission — Check.
3. Land as soon as possible.
9-1-33. Transmission Debris Screen Latches.
Trouble developing any of the five transmissions may be
indicated by a tripped latch indicator. This information will
be presented on the flight engineer’s MAINTENANCE
PANEL but will not be shown in the cockpit. If a latch
indicator trips, it may be reset once during the flight. If an
indicator trips:
FWD, COMB, or AFT DEBRIS SCREEN indicator:
F RESET/GND/TEST switch — RESET.
If indicator does not reset:
Land as soon as possible.
LEFT or RIGHT DEBRIS SCREEN indicator:
F RESET/GND/TEST switch — RESET.
 TM 1-1520-240-10
If indicator does not reset and engine power is required 9-1-37. XMSN AUX OIL PRESS Caution.
then:
If the XMSN AUX OIL HOT caution capsule comes on,
Land as soon as possible. the following actions should be taken:
If indicator does not reset and engine power is required MAIN XMSN, (FWD, COMB (MIX) or AFT)
then:
Main transmission oil pressure and temperature are ab-
1. EMERG ENG SHUTDOWN. normal:
2. Land as soon as practicable.
Land as soon as possible.
9-1-34. Transmission Low Oil Pressure or High Main transmission oil pressure and temperature are nor-
Temperature Indications. mal:
Developing trouble in the transmissions can be identified
Land as soon as practicable.
by high oil temperature or low oil pressure, as indicated
by transmission temperature and pressure indicators
and cautions. If an abnormal temperature or pressure 9-1-38. XMSN OIL HOT Caution.
indication develops, closely monitor the caution capsu-
les. The XMSN OIL PRESS (main or aux) and XMSN OIL If the XMSN OIL HOT caution capsule comes on, the
HOT caution capsules operate independently of the following actions should be taken:
pressure and temperature indicating system and come
FWD or COMB (MIX):
on when a low pressure or high temperature condition
occurs. Additional information may be obtained by the Land as soon as possible.
flight engineer checking the MAINTENANCE PANEL.
The transmission temperature and pressure selector AFT transmission is indicated:
switches shall be used to assist in determining the defec-
tive transmission. 1. Land as soon as possible.

9-1-35. XMSN OIL PRESS Caution. 2. Electrical load — Reduce as much as

possible.
If the XMSN OIL PRESS caution capsule comes on, the
following actions should be taken: LEFT or RIGHT
AFT or AFT SHAFT (confirm AFT SHAFT with flight Engine power is required:
engineer):
Land as soon as possible.
Land as soon as possible.
FWD or COMB (MIX): Engine power is not required:

1. Altitude — Descend to minimum safe altitude. 1. EMER ENG SHUTDOWN.

2. Airspeed — 100 KIAS or Vne, whichever is 2. Land as soon as practicable

slower.
3. Land as soon as practicable. 9-1-39. 712 Torque Measuring System Malfunc-
tions.
LEFT or RIGHT
Malfunctions in the torque measuring system can appear
Engine power is required: on the torquemeter as fluctuations, zero torque indica-
tion, sluggish movement, indications that are out of
Land as soon as possible. phase, or a stationary indication. Fluctuations in torque
Engine power is not required: at steady state are indicative of an electrical malfunction
within the system. If thisoccurs, proceed as follows:
1. EMERG ENG SHUTDOWN.
1. AC and DC Torque circuit breakers — In.
2. Land as soon as practicable.
2. N1s — Monitor when power changes are
9-1-36. XMSN OIL PRESS and XMSN AUX OIL made insuring power outputs are matched.
PRESS or XMSN CHIP DET Caution.
3. Fuel flow indicator — Monitor for matched
Land as soon as possible. fuel flows.

9-1-21
TM 1-1520-240-10
9-1-40. 714A Torque Measuring System Malfunc-
tions.
Malfunctions in the torque measuring system can appear
on the torquemeter as fluctuations, zero torque indica-
tion, sluggish movement, indications that are out of
phase, or a stationary indication. If this occurs, proceed
as follows:
N1 and PTIT indicators — Check.
N1s and PTITs not matched.
1. LOAD SHARE switch — PTIT.
2. PTIT indicators — Check.
PTITs not matched.
Land as soon as practicable.
N1s and PTITs are matched.
AC and DC Torque and Engine circuit
breakers — IN.
9-1-41. FIRE.
The safety of helicopter occupants is the primary consid-
eration when fire occurs: therefore, it is imperative that
every effort be made by the flight crew to put out the fire.
On the ground, it is essential that engines be shut down,
crew and passengers be evacuated, and fire fighting
begun immediately. If the helicopter is airborne when the
fire occurs, the most important single action that can be
taken by the pilot is to land as soon as possible. Whether
on the ground or inflight, it is mandatory that the cockpit
windows , air control handles and cockpit air knobs be
closed to prevent smoke and fumes from entering the
cockpit, unless the smoke and fume elimination proce-
dure has been executed. In flight, the pilot should exe-
cute the smoke and fume elimination procedure as nec-
essary to prevent smoke and fumes from entering the
cockpit. Fire extinguishers should be used to control or
extinguish the fire.
WARNING
Use fire extinguisher only in well-ventilated
areas because toxic fumes of the extinguish-
er agent can cause injury
9-1-42. ENGINE HOT START.
A hot start will be detected by a rapid and abnormal rise
in PTIT and/or by observing flames and black smoke
coming from the engine tail cone. Complete the following
on the affected engine.
ABORT START.
9-1-22
9-1-43. Residual Fire During Shutdown.
A residual engine fire may occur during shutdown. It is
caused by residual fuel igniting in the combustion cham-
ber.
1. ABORT START.
2. FIRE PULL handle (affected engine) —
Pull.
9-1-44. Auxilliary Power Unit (APU) Fire.
Normally an overtemperature condition condition will
cause the overtemperature switch to stop APU opera-
tion: however, should a fire other than normal combus-
tion occur at the APU, complete the following:
1. APU switch — OFF.
2. ABORT START.
NOTE
Immediately motor engines alternately, until
rotors are stopped, to reduce the possibility of
engine residual fire.
9-1-45. Engine or Fuselage Fire — Flight.
Visible flames, smoke coming from the engine or the
lighting of the respective FIRE PULL handle:
1. Land as soon as possible.
F 2. Confirm Fire.
3. EMER ENG SHUTDOWN (affected en-
gine).
After landing:
EMER ENG SHUTDOWN.
9-1-46. Engine Compartment, Fuselage, or Electri-
cal Fire — Ground.
1. EMER ENG SHUTDOWN.
2. APU switch — OFF (if operating).
3. BATT switch — OFF.
9-1-47. Electrical Fire — Flight.
Before shutting off all electrical power, the pilot must consid-
er the equipment that is essential to the current flight regime;
e.g. flight instruments, flight control systems, etc. If a landing
as soon as possible cannot be made, defective circuits may
be isolated by selectively turning off electrical equipment
and/or pulling circuit breakers.
WARNING
A dual engine flameout may occur if both
generator switches are turned off above
6,000 feet PA. All fuel boost pumps will be
inoperative.
1. Airspeed — 100 KIAS or Vne whichever is
slower.

NOTE
LCT and DASH actuators will remain pro-
grammed at the airspeed at which the gener-
ators were turned off. Normal engine trim is
disabled when generators are turned off.
2. GEN 1 and 2 switches — OFF.
3. Land as soon as possible.
After landing:
4. EMER ENG SHUTDOWN.
5. BATT switch — OFF.
9-1-48. Smoke and Fume Elimination.
1. Airspeed — Above 60 KIAS.
2. Pilot’s sliding window — Open.
3. Helicopter attitude —Yaw left, one half to
one ball width on turn and slip indicator.
4. Upper half of main cabin door — Open.
O 5. RAMP EMER switch — As required.
NOTE
The combination of steps 2, 3, and 4 effective-
ly evacuates the cockpit and forward cabin of
smoke and fumes at airspeeds above 60
KIAS. Opening the cargo loading ramp evac-
uates the main cabin. With items in steps 2, 4,
and 5 opened, intensification of a smoldering
fire may occur. If the source of the fire cannot
be determined, close the cargo loading ramp
but keep the pilot’s windows and the upper
half of the main cabin door open. This will
allow the pilots to see the instrument panels
and outside references for landing.
6. Cargo loading ramp — As required.
7. Copilot’s sliding window — Closed.
8. NVG curtain — Open (if applicable).
9-1-49. Fuel System.
9-1-50. Aux Fuel Pump Failure.
An auxiliary fuel pump failure will be indicated by an AUX
PRESS indicating light, on the FUEL CONTROL panel,
illuminating and /or the fuel quantity in the affected tank
remaining at the same level. Should this occur, proceed
as follows:
1. FUEL QUANTITY selector switch — Check.
If one or both auxiliary fuel tanks have fuel remaining:
2. AC-DC FUEL PUMP circuit breakers —
Check in.
3. FWD and AFT AUX FUEL PUMP switches
affected side) — OFF.
TM 1-1520-240-10
4. AUX FUEL PUMP switch — ON (each aux
tank with fuel remaining).
If AUX PRESS indicating light remains on:
5. AUX FUEL PUMP switch(es) (inoperative
pump(s)) — OFF. Monitor FUEL QUANTITY
indicator for the affected tank.
6. AUX FUEL PUMP switche(es) — ON for
operative pumps or OFF for inoperative
pumps.
9-1-51. Fuel venting
Fuel venting from either main tank vent indicates a possi-
bility of fuel cell overpressurization. Should venting oc-
cur:
1. AUX FUEL PUMP switches (affected
side) — OFF.
2. Main tank (affected side) — Monitor.
When 1,000 pounds of fuel remain:
3. AUX FUEL PUMP switches — ON. (monitor
fuel quantity).
When tanks quantity reaches 1,600 pounds:
4. AUX FUEL PUMP switches — OFF.
5. Steps 2 through 4 — Repeat until
auxiliary tanks are empty.
9-1-52. L or R FUEL PRESS Caution.
If both main tank fuel pumps fail, fuel will be drawn from
the main tanks as long as the helicopter is operated
below 6,000 feet pressure altitude. If the L or R FUEL
PRESS caution comes on:
1. XFEED switch — OPEN (above 6,000 feet
PA).
2. FUEL PUMP (S) circuit breakers — Check in.
Pump(s) are operational — Proceed with step 3.
Pumps are not operational — Proceed with step 4.
3. XFEED switch — CLOSED.
4. FUEL PUMP switches — OFF (inoperative
pump(s).
9-1-53. Fuel Low Caution.
If the FUEL LOW and FUEL PRESS cautions come on
perform the following:
1. Fuel quantity — Check individual tanks.
2. XFEED switch — As required.
3. Land as soon as practicable.
9-1-23
 TM 1-1520-240-10
9-1-54. FUEL LOW and FUEL PRESS Cautions.
If the FUEL LOW and FUEL PRESS cautions come on
perform the following:
WARNING
Failure of main tank fuel boost pumps with
the crossfeed open and a fuel low condi-
tion may result in a dual engine flameout.
Nose low attitude should be avoided.
1. XFEED — CLOSED.
2. Land as soon as possible.
9-1-55. Electrical System.
9-1-56. NO. 1 or NO. 2 GEN OFF Caution.
NOTE
If either an AC or DC system fails with no bus
tie, the hydraulic oil cooler fans will not func-
tion.
If any other system caution comes on or a system is lost,
a bus tie does not exist. The primary caution segment
lights to look for in determining whether or not a bus tie
exists are L and R FUEL PRESS NO. 1 and NO. 2 RECT
OFF, and NO. 1 and NO. 2 AFCS OFF.
If no bus tie exists and the failed generator cannot be
restored:
Land as soon as possible.
If only the NO. 1 or NO. 2 GEN OFF caution is illuminated,
a bus tie exists.
1. GEN switch — OFF RESET, then ON.
If the caution remains on:
2. GEN switch — OFF.
3. Land as soon as practible.
9-1-57. NO. 1 and NO. 2 GEN OFF Cautions.
Should both generators fail, both transformer-rectifiers
will also be disabled. This condition will be indicated by
loss of both AFCS (which can result in abrupt attitude
changes) the lighting of both AFCS, OFF, GEN OFF, and
RECT OFF caution. Since there will be a loss all primary
attitude, instrument, navigation and stabilization sys-
tems, the primary concern is to land as soon as possible
and the secondary concern is to restore electrical power.
The only electrical power available will be 24-volt DC
from the battery.
9-1-24
CAUTION
If both generators fail, the main tank boost
pumps will be inoperative. If flight is con-
ducted above 6,000 feet PA, descend be-
low 6,000 feet PA as soon as possible to
avoid a dual engine flameout. If applicable,
reduce airspeed to 100 KIAS or Vne,
whichever is slower. 712 Also all normal
beep trim functions will be inoperative.
The control of engine RPM will be accom-
plished via the EMER ENG TRIM 1 and 2
switches. LCT and DASH actuators will
remain programmed at the airspeed at
which the generators failed.
1. Land as soon as possible.
2. 712 EMER ENG Trim — Adjust.
If unable to land proceed as follows:
1. Airspeed — below 100 KIAS.
2. Altitude — below 6,000 feet PA.
3. AFCS — OFF.
4. PDPs — Check circuit breakers and place
gang bars down.
5. Each GEN switch — OFF RESET, then ON.
Electrical power is restored (from either generator):
Land as soon as possible
Electrical power is not restored.
1. APU — Start.
2. APU GEN — ON.
3. Land as soon as possible.
9-1-58. No. 1 or No. 2 RECT OFF Caution.
NOTE
If a DC bus-tie does not occur (No. 2 Rect Off),
power to open the cargo hooks in normal
mode is not available and the associated hy-
draulic cooler fan will not function. Other cau-
tions will be on, such as L FUEL PRESS (if
crossfeed valves are closed).
DC bus tie has not occurred:
Land as soon as possible.
DC bus tie has occurred (only the RECT OFF caution will
be on):
1. PDP’s —Check.
2. Land as soon as practicable.

9-1-59. NO.1 and NO. 2 RECT OFF Cautions.
When both transformer-rectifiers (TR) fail, all equipment
on the No. 1 and No. 2 DC buses will be disabled. Equip-
ment which will be lost includes all fuel boost pumps, both
AFCS, accompanied by abrupt attitude change, and both
torque indicators. 712 Normal Engine beep trim is also
disabled, therefore changes in power settings should be
minimized. The only source of DC power is the battery.
CAUTION
If both transformer rectifiers have failed, the
main tank boost pumps will be inoperative. If
flight is conducted above 6,000 feet PA, a
descent below 6,000 feet PA must be initiated
as soon as possible to avoid a dual engine
flameout. If applicable, airspeed should be
reduced to 100 KIAS or Vne, whichever is
slower. LCT and DASH actuators will remain
programmed at the airspeed at which the
transformer rectifiers failed. 712 All normal
engine beep trim functions will be inopera-
tive. The control of engine RPM will be
accomplished via the EMER ENG TRIM 1 and
2 switches.
If both transformer rectifiers fail, perform the following:
1. Land as soon as possible.
2. 712 EMER ENG Trim — ADJUST.
If unable to land, proceed as follows:
1. Airspeed — below 100 KIAS.
2. Altitude — below 6,000 feet PA.
3. AFCS — OFF.
4. PDPs — Check circuit breakers in.
5. DC Crosstie circuit breakers on both NO. 1
and NO. 2 PDPs — Pull out.
6. DC Equipment — OFF or pull out circuit
breakers on essential, switched battery and
hot battery buses.
7. Land as soon as possible.
9-1-60. BATT SYS MAL Caution.
1. BATT CHGR circuit breaker — Out, then in.
If the BATT SYS MAL caution remains on:
2. BATT switch — OFF.
TM 1-1520-240-10
9-1-61. Hydraulic System.
WARNING
The power transfer pumps were designed for
ground checkout of the flight control system
and have the capacity to pressurize the
system for gentle maneuvers only. Rapid
control inputs must be avoided to preclude
upper boost actuator stalling (binding) and/
or jam button extensions. Use the power
transfer pumps in flight is restricted to these
emergency conditions only.
9-1-62. NO. 1 or NO. 2 HYD FLT CONTR Caution.
Fluid loss is evident:
Land as soon as possible.
Fluid loss is not evident:
1. PWR XFER 1 or 2 switch (affected system)
— ON.
F 2. MAINTENANCE PANEL — Monitor.
3. Land as soon as possible.
High fluid temperature is evident.
Land as soon as possible.
9-1-63. NO. 1 and NO. 2 HYD FLT CONTR Caution.
If both hydraulic systems fail, flight controls cannot be
moved. In addition, the No. 1 and No. 2 AFCS-OFF cau-
tion will illuminate.
1. PWR XFER 1 and 2 switches — ON.
2. Land as soon as possible.
9-1-64. UTIL HYD SYS Caution.
Depending upon the nature and location of the system
failure, it may not be possible to operate the following
items of equipment: APU, engine starters, ramp and car-
go door, wheel brakes, swivel locks, power steering, car-
go hook, PTUs and winch. Should a failure occur in any
of these subsystems:
APU — Start.
If pressure is restored:
1. Land as soon as practicable.
2. MAINTENANCE PANEL — Monitor.
If pressure is not restored:
1. APU — Off.
2. Land as soon as possible.
9-1-25
 TM 1-1520-240-10
9-1-65. Emergency Descent.
CAUTION
In executing any emergency descent, re-
gardless of engine power available, it is
imperative that the helicopter be maneu-
vered into a position from which a survivable
landing can be accomplished. Transition
from the following descent techniques into
an appropriate landing attitude/airspeed/R/D
should begin prior to descending below 600
feet AGL. The emergency descent proce-
dures below will result in R/D which exceed
the rates displayed on the VSI.
An emergency descent is a maximum performance ma-
neuver in which damage to the helicopter or power plants
must be considered secondary to getting the helicopter
on the ground. No one procedure can be considered the
best for all given situations. The pilot must consider his
flight profile in selecting the emergency descent procure-
ment that he will execute. RRPM greater than102 per-
cent significantly increase airframe vibration and should
serve as a good RRPM cure during the maneuver. The
following techniques will produce the greatest R/D from
higher altitude.
High Speed Straight Ahead Decent: This procedure pro-
duces the highest (R/D), but also produces high air-
speeds which must be dissapated prior to landing. The
actual touchdown area may vary from the apparent
touchdown point due to the glide angle change during the
initial deceleration to reduce high airspeed.
1. Thrust control — Lower. Adjust RRPM to
maintain approximately 104 percent.
2. Airspeed — Adjust (approximately 130 to 150
KIAS).
3. Recovery — Initiate at or above 600 feet AGL
and decelerate to 70 - 80 KIAS to enter the
autorotative corridor.
NOTE
Allowing the RRPM to increase during decel-
eration will reduce the floating effect which will
occur when the deceleration is initiated.
Out-of-Trim Descent: This procedure places the helicop-
ter in a high R/D and allows simultaneous execution of
smoke and fume elimination procedure. In addition, it
allows good landing area predictability.
1. Thrust control — Lower. Adjust RRPM to
maintain approximately 104 percent.
2. Airspeed — Adjust to maintain approximately
100 KIAS.
3. Trim — Adjust cyclic and pedals to obtain
aminimum of one ball width out of trim to the
9-1-26
right (left pedal forward) equivalent to a bank
angle of approximately 8 to 10 degrees right
and a zero turn rate.
4. Recovery — Initiate at or above 600 feet
AGL,retrim the ball to centered flight and ad-
justairspeed to approximately 70 KIAS.
Low Speed Maneuvering Descent. Maneuvering the he-
licopter in steep turns as described below should allow
the pilot to fly the helicopter over his intended area during
the descent, observe his area of intended touchdown,
and make adjustments as required.
1. Thrust control — Lower. Adjust RRPM to
maintain approximately 102 percent.
2. Airspeed — Adjust to maintain 70 to 90 KIAS.
3. Bank angle — Adjust as required. Bank
angles of up to 60 degrees will result in
thedesired rates-of-descent.
4. Recovery — Initiate at or above 600 feet AGL.
Helicopter should be returned to wings level.
9-1-66. Autorotative Landing.
a. An autorotative landing will be accomplished after the
failure of both engines. Maintain speed at or above the
minimum (R/D) airspeed in autorotation with cyclic.
b. At approximately 50 to 75 feet above ground level,
apply aft cyclic control as necessary (not to exceed 2_
nose-high altitude) to initiate a smooth deceleration.
Maintain RRPM below 108 per cent by adjusting thrust as
necessary. Do not allow RRPM to decay below 91 percent
prior to deceleration for touchdown.
c. At approximately 15 feet aft gear height, apply
suffucuent thrust to slow the R/D, assist deceleration, and
effect a smooth touchdown in ETL. The amount of thrust
applied and the rate at which it is applied will vary depending
on the wind, load, and other influencing factors. Maintain the
landing attitude, if possible, with cyclic and thrust until
forward speed has ceased, then smoothly lower thrust until
the forward landing gear touches the ground. Apply brakes
as required.
d. Whenever a touchdown into the wind under fully con-
trolled conditions cannot be made, execute a crosswind
landing. It is better to perform a crosswind landing, which
can be executed from sufficient altitude to stop drift and
reduce R/D, than to continue a turn into the wind with the
great possibility of a hard landing and damage to the heli-
copter. Decelerate the helicopter at the same altitude as
though the helicopter were making the entire approach into
the wind.

e. Stop all drift and perform the initial touchdown on the
upwind aft landing gear. In a strong wind it may be neces-
sary to hold the helicopter in what is , in effect, a slip by cross
control.
f. After touchdown, allow the helicopter to settle on the
other landing gear. Perform the ground roll in the same
manner as a landing made into the wind.
9-1-67. Emergency Entrance.
a. Access to the cockpit is through the pilot and copilot
jettisonable doors. (Figure 9-1-2).
b. Entry to the cargo compartment can be accomplished
by opening the cabin door, upper cabin door escape hatch,
cabin escape hatch, ramp escape hatch, and cutout panels.
All escape hatches can be opened by pulling out the yellow
tab and pushing out the panels.
c. Entry to the aft cargo compartment can be made by
manually positioning the ramp control (exterior access) to
the open position.
9-1-68. Ditching.
There is sufficient buoyancy and lateral righting moment
to remain afloat and upright for a sufficient length of time
to permit the passengers and crew safe egress. Refer to
figure 9-1-9 for desired ditching exits for clearing of pas-
sengers and crew.
9-1-69. Ditching — Power ON.
If ditching is to accomplished while power is still avail-
able, plan the approach so that the final descent is made
at 90_ to the primary wave pattern and terminates in a
hover 5 to 10 feet above the water. When stabilized in
hover, discharge the passengers or wait until the helicop-
ter is in the water and the rototrs have stopped turning.
If ditching becomes necessary, proceed as follows:
1. Land away from personnel in water.
2. EMER ENG SHUTDOWN.
9-1-70. Ditching — Power OFF.
a. Maintain the desired airspeed at or above the mini-
mum R/D airspeed and RRPM in the normal operating
range by adjusting the thrust as necessary. At approximately
100 feet above the water, perform a gradual longitudinal
flare. Allow the RRPM to increase to the upper limit so that
maximum benefit can be gained from the inertia to cushion
the touchdown.
b. At approximately 30 feet above the water, the final
attitude should be adjusted, not to exceed 20_ nose-up. An
excessive nose-up attitude will reduce the clearance be-
tween the water and the aft rotor baldes and concentrate
impact forces on the aft fuselage.
c. R/D should be the minimum attainable at water entry
and must be considered regardless of water entry speed.
The water entry speed should be as slow as possible with-
out sacrificing helicopter control.
TM 1-1520-240-10
d. Helicopter attitude at water entry is very important and
relates directly to water-entry speed. At zero and up to 30
knots, the pitch attitude at water entry is dictated primarily by
the clearance between the water and the aft rotor blades
and should not exceed 20_ nose-up. Entry speeds up to
approximately 40 knots require a pitch attitude of approxi-
mately 15_ to prevent high concentrated impact loads on the
extreme aft bottom of the fuselage. However, it is also impor-
tant not to allow the pitch attitude to become less than
approximately 5º at the highest water entry speeds since
there is a possibility of breaking the lower nose enclosure
plastic panels.
e. The actual touchdown on the water will probably be
governed by one of the following conditions:
1. High wind and rough water. Use thrust as
necessary to minimize R/D at water entry. Do
not hesitate to use the remaining thrust at
water entry if the R/D is judged to be
excessive.
2. Low wind and calm water. Follow the pro–
cedure above to the point of the deceleration.
Reduce speed to approximately 40 knots and
then establish a nose-up attitude of
approximately 5_ to 10_. Just prior to water
entry, increase thrust to cushion the aft landing
gear contact with water. Attempt to havr the
R/D as low as possible when using this
technique. As the helicopter decelerates,
attempt to hold the nose out of water. As the
speed diminishes to 10 knots or less, lower the
thrust control smoothly and return the controls
to neutral. The helicopter does not display any
tendency to pitch down upon water entry. Also,
the aft landing gear acts to create a
decelerating force on the water. If ditching
becomes necessary:
AUTOROTATE
9-1-71. Landing With One Engine Inoperative.
When committed to a S/E landing, it is sometimes possible
to terminate the approach at a hover; however it is recom-
mended that a running landing or an approach which termi-
nates on the ground be used if terrain conditions allow.
9-1-72. Landing in Trees.
External cargo must be jettisoned as soon as possible. If a
landing in trees is imminent, it is important to stop the for-
ward motion of the helicopter before entry into the trees.
Power on:
1. Approach to a hover — 5 to 10 feet.
2. EMER ENG SHUTDOWN.
3. AUTOROTATE.
Power off:
AUTOROTATE.
9-1-27
TM 1-1520-240-10
Figure 9-1-9. Ditching Exits
9-1-73. Flight Controls.
9-1-74. Longitudinal Cyclic Trim (LCT) System
Failure.
Should the system fail during cruise, with the cyclic trim
system programmed for maximum forward tilt of the ro-
tors, an abnormal nose-up attitude will result with de-
creasing airspeed. Should one or both cyclic actuators
fail in full retract position, airspeed must be limited ac-
cording to Vne for retracted longitudinal cyclic trim. With
both LCTs partially or fully retracted, maintain below Vne
and if failure occurs extended, maintain airspeed at or
above 60 KIAS or until the approach to landing. Should
the longitudinal cyclic trim system fail, perform the follow-
ing:
CYCLIC TRIM circuit breakers — In. If cyclic trim opera-
tion is not restored, proceed with the procedures below
for AUTO or MANUAL modes of operation.
If in AUTO mode:
1. Airspeed — Adjust.
2. CYCLIC TRIM switch — MANUAl.
3. FWD and AFT CYCLIC TRIM switches —
Adjust for airspeed.
If LCT operation is not indicated:
FWD and AFT CYCLIC TRIM switches — RET for 30
seconds, before landing.
If in MANUAL mode:
1. Airspeed — Adjust.
2. CYCLIC TRIM switch — AUTO.
If normal LCT operation is not indicated:
1. CYCLIC TRIM switch — MANUAl.
2. FWD and AFT CYCLIC TRIM switches —
RET both LCTS for 30 seconds, before land-
ing.
9-1-28
If both actuators are retracted, the landing will be normal.
If one or both actuators fail in extended position, the pitch
atitude of the helicopter will be higher than normal during
the approach and will be dependent upon the amount of
actuator extension at the time of the failure. Execute a
shallow approach to a hover or to the ground with a
normal touchdown, avoiding large cyclic changes. When
the aft gear areon the ground, apply brakes and lower the
nose. As the forward gear touch the ground, the aircraft
will tend to accelerate more than normal.Continue to ap-
ply brakes as necessary to prevent forward movement.
If the helicopter is taxied with the actuators failed in the
extend position, use minimum control applications and
adjust the thrust control at ground detent or higher. There
is an increased susceptibility to droop-stop pounding
with this condition.
9-1-75. Single AFCS Failure — Both Selected.
A malfunction of the AFCS can usually be detected by an
abrubt attitude change (hardover) or unusual oscilations
in one or more of the flight control axes or by lighting of
the NO.1 or NO. 2 AFCS OFF caution. If flight is con-
ducted at low altitude such as contour or NOE, a climb to
higher altitude must be iniated before the pilot attempts
isolation of the defective system.
1. Airspeed — Reduce to 100 KIAS or Vne,
whichever is slower.
2. Altitude — Adjust as required.
NOTE
A hardover in the opposite direction may oc-
cur when the malfunctioning AFCS is turned
off and the functioning AFCS reacts on the
flight controls.
3. AFCS SYSTEM SEL switch — Isolate
defective system. Turn NO. 1 ON, if not
isolated, turn NO. 2 ON.
If system is not isolated:
AFCS SYSTEM SEL switch — OFF.
 TM 1-1520-240-10
9-1-76. Dual AFCS Failure. NOTE
Failure of a vertical gyro results in loss of its
AFCS SYSTEM SEL switch — OFF.
associated AFCS and should be treated as a
If IMC; single AFCS failure.
1. Airspeed — 100 KIAS or Vne , whichever
Land as soon as practicable. is slower.
2. Affected VGI switch — EMER.
9-1-77. Vertical Gyro (VGI) Malfunction.
3. AFCS — Select remaining system.
A vertical gyro malfunction will be indicated by an attitude
indicator failure, an AFCS OFF caution, and attitude 9-1-78. Differential Airspeed Hold Failure (DASH).
transients. If a vertical gyro failure occurs, proceed as
follows: Differential airspeed hold failure will be recognized by
pitch attitude deviations. If DASH failure occurs, avoid
nose high attitudes.
CAUTION 9-1-79. Cockpit-Control Driver Actuator (CCDA)
Failure.
Failure of the No. 1 vertical gyro with altitude 1. THRUST CONT lever — Slip as required.
hold engaged may result in an altitude
runaway. If this occurs, disengage ALT 2. RADALT/BARO ALT switch—DISEN-
HOLD. GAGED.

9-1-29/(9-1-30 blank)

SECTION II. MISSION EQUIPMENT
9-2-1. ARMAMENT
9-2-2. Armament Subsystems — M24 and M41.
WARNING
Do not retract the bolt assembly immediately
when a hangover or cook-off is suspected. A
hangover will normally occur within 5 sec-
onds from the time the primer is struck. A
cook-off will normally occur after 10 seconds
of contact with the chamber of a hot barrel.
If 150 cartridges are fired in a 2-minute
period, the barrel will be hot enough to
produce a cook-off.
Misfire:
F 1. Weapon — Point at safe area.
F 2. Bolt — Retract, ensure cartridge ejects.
F 3. If cartridge does not eject — Perform reme-
dial action IAW TM 9--1005-224-10.
NOTE
Keep cartridge separate from other ammuni-
tion until it has been determined whether the
cartridge or the firing mechanism was at fault,
it will be retained separate from other car-
tridges until disposed of. If examination re-
veals that the firing mechanism was at fault,
the cartridge may be reloaded and fired.
Runaway Gun:
F Break the ammunition feed belt.
9-2-3. Cargo.
9-2-4. Jettisoning External Cargo.
WARNING
If a DUAL HOOK FAULT caution exists,
normal and emergency release capability
for the forward and aft hook may be lost.
Use the manual emergency release sys-
tem only.
Primary Method:
CARGO HOOK EMERG switch — REL ALL.
Alternate Method:
F Forward, center and aft hook release lever — Pull aft.
NOTE
If the forward and/or aft hooks did not open
because of sling slack, apply a slight amount
of thrust to load the hook(s) and force open.
TM 1-1520-240-10
9-2-5. Hoist.
WARNING
Personnel must remain aft of the rescue
hatch and face away from the cable cutter.
The hoist cable may whip forward when it
is cut and particles may be ejected from
the cable cutter.
1. Personnel — Clear.
2. CABLE CUTTER switch — ON.
9-2-6. ERFS II and FARE.
9-2-7. Failure of Fuel Quantity Gauge.
F Remove filler cap from filler opening and look into tank.
Using a explosion proof flashlight or other sealed beam
light source, locate fuel tabs which are attached to inside
of column module at calibrated heights, increments of
1/4. 1/2, and 3/4. Any tab covered with fuel will normally
not be visible.
9-2-8. No or Slow Fuel Transfer to the Main Tanks.
F 1. Manually operated fuel/defuel valve —
Check CLOSED.
F 2. Unisex couplings — Check.
F 3. Breakaway valves — Check open and for
fracture.
F 4. Pumps — Check for operation.
F 5. Tank circuit breakers on FUEL CONTROL
PANEL — Check reset in.
F 6. Ensure vent lines connected.
9-2-9. IN FLIGHT Emergency ERFS II Fuel Transfer to
main Tanks.
Using the FARE pump:
F 1. FARE pump module to rear most ERFS II
tank — Install.
F 2. STA 380 fuel transfer hose to rear most
ERFS tank, fuel manifold hose — Discon-
nect.
F 3. Rear most ERFS II tank fuel manifold cou-
pling to FARE pump inlet (Top) coupling —
Connect.
F 4. FARE pump module outlet (lower) coupling
to STA 380 fuel transfer hose — Connect.
9-2-1
TM 1-1520-240-10
NOTE
Before FARE fuel transfer begins, a path from
the desired ERFS II tank to the helicopter
main tanks must be established and the fuel
should be transferred from only one tank at a
time.
F 5. “T” couplings on ERFS II tanks not being
transferred — CLOSE.
CAUTION
There is no gauge on board the aircraft to
provide measurements of GPM or PSIG.
The rate at which fuel is transferred from
the ERFS II tanks to the Helicopter main
tanks is 20 GPM. The rate at which fuel is
transferred from the ERFS II tanks using
the FARE pump and standard FARE trans-
fer hose assembly is 84 to 88 GPM. The
FARE pump is rated at 120 GPM. Suction
defueling pressure should not exceed -11
PSIG. Do not exceed 5 PSI except in
extreme emergency. The ERFS II outer
container is expected to fail at 10 PSI or
greater. The crash resistant bladder will
prevent spillage and fuel can still be trans-
ferred.
F 6. FARE valve control handle OFF LOAD
Position.
F 7. FARE pump — ON.
F 8. ERFS II tank manually operated fuel/defuel
valve — OPEN.
9-2-2
F 9. Once ERFSII tank empties, tank fuel man-
ifold “T” coupling — CLOSE.
F 10. Next ERFS II tank fuel manifold “T”
coupling — OPEN.
F 11. Next/remaining ERFS II tank manually oper-
ated fuel/defuel valve — OPEN.
F 12. Once ERFS II tank empties, tank fuel man-
ifold “T” coupling — CLOSE.
F 13. FARE pump — OFF.
9-2-10. FARE Pump Failure During Ground FARE
Refueling Operation.
F 1. Filters — Remove.
F 2. Overwing nozzle — Install and use.
F 3. Manually operated fuel/defuel valves —
OPEN.
NOTE
If three ERFS II tanks are installed and all the
in-tanks are on, a 60 gallon per minute rate
can be achieved.
F 4. ERFS II tank pumps — ON.
9-2-11. EAPS 1 FAIL and/or EAPS 2 FAIL Caution
Light ON.
1. EAPS DOORS switch (affected engine) —
OPEN.
2. EAPS FAIL: caution capsule — Check out.
F 3. EAPS BYPASS DOORS OPEN light —
Verify light is ON.
 TM 1-1520-240-10

Figure FO-1. General Arrangement (Sheet 1 of 2)

FP-1/(FP-2 blank)
 TM 1-1520-240-10

1. Engine 3. EAPS fan exhaust

2. EAPS 4. EAPS rails and slides

Figure FO-1 General Arrangement (Sheet 2 of 2)

FP-3/(FP-4 blank)
 TM 1-1520-240-10

NOTE: PDPs ROTATED 90 DEGRES FOR CLARITY

PDP#2 HAS AN EXTENDED PANEL (NOT SHOWN)
CONTAINING THE EAPS CIRCUIT BREAKERS.

DC ALE 47
DCDU

5 10
NO.1 SEQ NO.2 SEQ

Figure FO-2. Power Distribution Panel (Typical) 712

FP1-5/(FP1-6 blank)
 TM 1-1520-240-10

EAPS 1 FAN

EAPS 2 FAN

Figure FO-3. AC Power Supply (Typical) 712

FP1-7/(FP1-8 blank)
 TM 1-1520-240-10

EAPS BYPASS DOOR EAPS BYPASS DOOR

EAPS 2 FAN CONT
EAPS 1 FAN CONT

Figure FO-4. DC Power Supply (Typical) 712

FP1-9/(FP1-10 blank)
 TM 1-1520-240-10

NOTE: PDPs ROTATED 90 DEGRES FOR CLARITY

PDP#2 HAS AN EXTENDED PANEL (NOT SHOWN)
CONTAINING THE EAPS CIRCUIT BREAKERS.

DC ALE 47
DCDU

5 10
NO. 1 SEQ NO. 2 SEQ

Figure FO-5. Power Distribution Panels (Typical) 714A

FP1-11/(FP1-12 blank)
 TM 1-1520-240-10

EAPS 1 FAN

EAPS 2 FAN

Figure FO-6. AC Power Supply (Typical) 714A

FP-13/(FP-14 blank)
 TM 1-1520-240-10

Figure FO-7. DC Power Supply (Typical) 714A

FP-15/(FP-16 blank)
 TM 1-1520-240-10
APPENDIX A
REFERENCES

This appendix contains a list of official publications referenced in this manual and available to and required by CH-47D
helicopter operating activities. The publications listed are directly related to flight operation and maintenance of CH-47D
helicopters.
AR 70-50 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Designating and Naming Military Aircraft, Rockets, and Guided
Missiles
AR 95-1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Army Aviation — General Provisions and Flight Regulations
AR 95-3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Aviation — General Provisions, Training, Standardization,
and Resource Management
AR 385-40 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Accident Reporting and Records
DA PAM 738-751 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . The Army Maintenance Management System — Aviation
(TAMMS-A)
FM 1-202 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Environmental Flight
FM 1-203 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fundamentals of Flight
FM 1-230 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Meteorology for Army Aviation
FM 1-240 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Instrument Flying and Navigation for Army Aviators
FM 1-513 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tactics, Techniques, And Procedures For Aerial Recovery of
Aircraft
TM 55-450-3/-4/-5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Multiservice Helicopter External Air Transport
TM 10-450-2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Helicopter Internal loads
TB 55 1500 -334-25 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Conversion of Aircraft to Fire Resistant Hydraulic Fluid
TM 1-1500-250-23 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Technical Manual Aviation Unit and Aviation Intermediate
Maintenance For general Tie-down and Mooring on All
Series Army Models AH-64, UH-60, CH-47, UH-1, AH-1,
OH-58 Helicopters.
TM 9-1005-224-10 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Machine Gun, 7.62 MM, M60
TM 11-5810-262-OP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Operating Procedures for Cryptographic Speech Equipment
TSEC/KY-58
TM 11-5841-294-12 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Operator and Aviation Unit Maintenance Manual for Radar
Signal Detecting Set AN/APR-39A(V)1
TM 11-5855-300-10 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Operating procedures for Heads Up Display AN/AVS-7
TM 11-5895-1199-12 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Operator’s and Organizational Maintenance for Mark XII IFF
System (AN/APX-100, AN/APX-72)
TM 38-250 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Preparation of Hazardous Materials for Military Aircraft
TM 55-1500-204-23 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . General Aircraft Maintenance Manual
TM 55-1500-342-23 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Army Aviation Maintenance Engineering Manual: Weight and
Balance
TM 55-1520-240–23 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Aviation Unit and Aviation Intermediate Maintenance Manual
TM 55-1520-240–CL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Operators and Crewmembers Checklist . . . . . . . . . . . . . . . . .
TM 55-1680-358-12&P . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Operator and Aviation Unit Maintenance Instructions for
Helicopters Internal Cargo Handling System
TM 750-244-1-5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Procedures for the Destruction of Aircraft and Associated
Equipment to Prevent Enemy Use
UFC 3-260-01 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Airfield and Heliport Planning and Design

A-1/(A-2 blank)
 TM 1-1520-240-10

APPENDIX B
GLOSSARY

ABBREVIATION TERM ABBREVIATION TERM

AC . . . . . . . . . . Alternating Current BRG . . . . . . . . Bearing

ACK . . . . . . . . Acknowledge BTU . . . . . . . . British Thermal Unit
ACTR . . . . . . . Actuator C ........... Celsius
ADF . . . . . . . . Automatic Direction Finding CAS . . . . . . . . Calibrated Airspeed
AFCS . . . . . . . Advanced Flight Control System CCR . . . . . . . . Closed Circuit Refuel
AGL . . . . . . . . Above Ground Level CCU . . . . . . . . Converter Control Unit
AIMS . . . . . . . . Air Traffic Control Radar Beacon CDR’s . . . . . . . Commander’s
System Identification Friendly or CDU . . . . . . . . Computer Display Unit or Control
foe Mark XII Identification System Display Unit
AJ . . . . . . . . . . Anti-Jam
C.G. . . . . . . . . Center-of-Gravity
AK . . . . . . . . . . Automatic Keying
CGI . . . . . . . . . Cruise Guide Indicator
ALP . . . . . . . . . Alpha
CHAN . . . . . . . Channel
ALSE . . . . . . . Aviation Life Support Equipment
CHK . . . . . . . . Check
ALT . . . . . . . . . Altitude
CKPT . . . . . . . Cockpit
AM . . . . . . . . . Amplitude Modulated
CL . . . . . . . . . . Checklist
AME . . . . . . . . Amplitude Modulation Equivalent
AMP . . . . . . . . Ampere CL . . . . . . . . . . Center Line
ANT . . . . . . . . Antenna CLR . . . . . . . . Clear
ACK . . . . . . . . Acknowledge CLR-VC . . . . . Clear Voice
ANVIS . . . . . . Aviation Night/Vision Imaging Sys CM . . . . . . . . . Countermeasures
tem CMD . . . . . . . . Command
APU . . . . . . . . Auxiliary Power Unit CNV . . . . . . . . Crypto Net Variable
APPROX . . . . Approximately COMM . . . . . . Communication
AR . . . . . . . . . . Army Regulations COMP . . . . . . Compass
AS . . . . . . . . . . Airspeed COMPT . . . . . Compartment
ASTM . . . . . . . American Society for Testing Mate COND . . . . . . . Condition
rials CONT or
ATM . . . . . . . . Aircrew Training Manual CONTR . . . . . Control
AUTO . . . . . . . Automatic COPLT or
AUX . . . . . . . . Auxiliary CPLT . . . . . . . Copilot
AVAIL . . . . . . . Available CPDU . . . . . . . Copilot Display Unit
AVGAS . . . . . . Aviation Gasoline CPM . . . . . . . . Control Processor and
BARO . . . . . . . Barometric Communications
BATT or CRS . . . . . . . . Course
BTRY . . . . . . . Battery CRT . . . . . . . . Cathode Ray Tube
BCN . . . . . . . . Beacon CTR . . . . . . . . Center
BFO . . . . . . . . Beat-Frequency Oscillator CW . . . . . . . . . Continuous Wave
BIT . . . . . . . . . Built in Test DA . . . . . . . . . . Density Altitude
BITE . . . . . . . . Built in Test Equipment DASH . . . . . . . Differential Airspeed Hold
BL . . . . . . . . . . Butt Line DAT . . . . . . . . . Data
BRK . . . . . . . . Brake DC . . . . . . . . . . Direct Current
BRT . . . . . . . . Bright DCLT . . . . . . . Declutter

B-1
TM 1-1520-240-10
ABBREVIATION TERM ABBREVIATION TERM

DCP . . . . . . . . Differential Collective Pitch FM-M . . . . . . . Frequency Hopping Master

DEC . . . . . . . . Decrease FMT . . . . . . . . Frequency Managed Training
DEST . . . . . . . Destination FOD . . . . . . . . Foreign Object Damage
DET or FPM or
DETR . . . . . . . Detector FT/MIN . . . . . . Feet per Minute
DF . . . . . . . . . . Direction Finder FREQ or
DIM . . . . . . . . . Dimensions FRQ . . . . . . . . Frequency
DIS . . . . . . . . . Disable FT . . . . . . . . . . Feet
DISCH . . . . . . Discharge FUSLG or
DISP . . . . . . . . Display or Dispenser FUS . . . . . . . . Fuselage
DIST . . . . . . . . Distance FWD . . . . . . . . Forward
DN . . . . . . . . . . Down G . . . . . . . . . . . Green
DOP . . . . . . . . Doppler G’s . . . . . . . . . Gravity
DSPL . . . . . . . Display GALS . . . . . . . Gallons
DU . . . . . . . . . . Display Unit GCA . . . . . . . . Ground Controlled Approach
E ........... East GC XMIT . . . . Guard Transmitter
EAPS . . . . . . . Engine Air Particle Separator GEN . . . . . . . . Generator
ECM . . . . . . . . Electronic Countermeasure GMT . . . . . . . . Greenwich Mean Time
ECCM . . . . . . . Electronic Counter Countermea GND . . . . . . . . Ground
sures GPM . . . . . . . . Gallons per Minute
EDT . . . . . . . . Edit GS . . . . . . . . . . Glide Slope
EMER or
GS/TK . . . . . . Ground Speed/Track
EMERG . . . . . Emergency
GW . . . . . . . . . Gross Weight
ENG . . . . . . . . Engine
GYRO(s) . . . . Gyroscope(s)
ENT . . . . . . . . Enter
H . . . . . . . . . . . High
ERFS . . . . . . . Extended Range Fuel System
HDG . . . . . . . . Heading
ERFS II . . . . . Extended Range Fuel System II
HF . . . . . . . . . . High Frequency
ETL . . . . . . . . . Effective Translational Lift
Hg . . . . . . . . . . Mercury
EXH . . . . . . . . Exhaust
HGT . . . . . . . . Height
EXT . . . . . . . . . Extend, Extinguisher, or External
HI . . . . . . . . . . High
F ........... Fahrenheit
HICHS . . . . . . Helicopter Internal Cargo Handling
FADEC . . . . . . Full Authority Digital Electronic
System
Control
HIGE . . . . . . . . Hover In Ground Effect
FARE . . . . . . . Forward Area Refueling
Equipment HIT . . . . . . . . . Health Indicator Test
FAT . . . . . . . . . Free Air Temperature HOGE . . . . . . . Hover Out of Ground Effect
FCP . . . . . . . . Fuel Control Panel HR . . . . . . . . . . Hour
FH . . . . . . . . . . Frequency Hopping HSI . . . . . . . . . Horizontal Situation Indicator
FIG . . . . . . . . . Figure HTG . . . . . . . . Heating
FIL . . . . . . . . . Filament HTR . . . . . . . . Heater
FL . . . . . . . . . . Flow HUD . . . . . . . . Heads Up Display
FLP . . . . . . . . . Flight Plan HYD . . . . . . . . Hydraulic
FLT . . . . . . . . . Flight Hz . . . . . . . . . . Hertz
FLT CONT . . . Flight Control I . . . . . . . . . . . . Inner
FM . . . . . . . . . Frequency Modulated IAS . . . . . . . . . Indicated Airspeed
FMCP . . . . . . . Fuel Management Control Panel ICS . . . . . . . . . Intercommunication System

B-2
 TM 1-1520-240-10

ABBREVIATION TERM ABBREVIATION TERM

ID or
MA . . . . . . . . . Missile Alert
IDENT . . . . . . Identification
MAG . . . . . . . . Magnetic
IFF . . . . . . . . . Identify Friend or Foe
MAL . . . . . . . . Malfunction
IFR . . . . . . . . . Instrument Flight Regulations
MAM . . . . . . . . Manual
IGE . . . . . . . . . In Ground Effect
MAX . . . . . . . . Maximum
IGN . . . . . . . . . Ignition
MB or
ILCA . . . . . . . . Integrated Lower Control Actuator
MKR BCN . . . Marker Beacon
ILS . . . . . . . . . Instrument Landing System
M-C . . . . . . . . . Mode C
IMC . . . . . . . . . Instrument Meteorological Condi
MCW . . . . . . . Modulated Carrier Wave
tions
MDL . . . . . . . . Module
IN. or “ . . . . . . Increase
MED . . . . . . . . Medium
INC . . . . . . . . . Increase
MEM . . . . . . . . Memory
IND . . . . . . . . . Indicator
MEM
INOP . . . . . . . . Inoperative
LOAD . . . . . . . Memory Load
INST . . . . . . . . Instruments
MHz . . . . . . . . Megahertz
INT or
MID . . . . . . . . . Middle
INPH . . . . . . . . Interphone
MIL . . . . . . . . . Angular Measurement, Military
INTR . . . . . . . . Interior
MIN . . . . . . . . . Minute(s) or Minimum
ITO . . . . . . . . . Instrument Takeoff
JP-4, JP-5 MK . . . . . . . . . Manual keying
or JP-8 . . . . . . Jet Petroleum MM . . . . . . . . . Millimeter
K ........... Key MOM . . . . . . . Momentary or Moment
KYBD . . . . . . . Keyboard MOM. ON . . . Momentary On
kHz . . . . . . . . . Kilohertz MSG . . . . . . . . Message
KIAS . . . . . . . . Knots Indicated Airspeed MSL . . . . . . . . Mean Sea Level or Missile
Km . . . . . . . . . Kilometer MST . . . . . . . . Master Caution
KN or KTS . . . Knots MTR . . . . . . . . Motor
L ........... Left MWOD . . . . . . Multiple Word of Day
LAT/LONG . . . Latitude/Longitude N ........... North
LB . . . . . . . . . . Pounds(s) NAC . . . . . . . . Nacelle
LB-FT . . . . . . . Pound-Feet (Torque) NAV . . . . . . . . Navigation
LB/GAL . . . . . Pounds per Gallon NB . . . . . . . . . . Narrow Band
LB/HR . . . . . . . Pounds per Hour NM . . . . . . . . . Nautical Mile
LBL . . . . . . . . . Left Butt Line NO . . . . . . . . . Number
LCT . . . . . . . . . Longitudinal Cyclic Trim NORM . . . . . . Normal
LD . . . . . . . . . . Load NPU . . . . . . . . Navigation Processor Unit
DL-V . . . . . . . . Load Variable NVG . . . . . . . . Night Vision Goggles
LF . . . . . . . . . . Low Frequency N1 . . . . . . . . . . Gas Producer (Speed)
LG . . . . . . . . . . Length N2 . . . . . . . . . . Power Turbine (Speed)
LH . . . . . . . . . . Left-Hand O ........... Outer
LO . . . . . . . . . . Low OBS . . . . . . . . Obstacle
LOC . . . . . . . . Location OFST . . . . . . . Offset
LSB . . . . . . . . . Lower Sideband OGE . . . . . . . . Out-of-Ground Effect
LTG . . . . . . . . . Lighting ONS . . . . . . . . Omega Navigation System
LTS . . . . . . . . . Lights OP . . . . . . . . . . Operation
LVL . . . . . . . . . Level OU . . . . . . . . . Optical Unit
M ........... Mode or Middle OUTB’D . . . . . Outboard

B-3
TM 1-1520-240-10
ABBREVIATION TERM ABBREVIATION TERM

OVHD or
RET or
OVRHD . . . . . Overhead
RETR . . . . . . . Retract
OVSP . . . . . . . Overspeed Retrans or
PA . . . . . . . . . . Pressure Altitude RE-X . . . . . . . . Retransmission
PAM . . . . . . . . Pamphlet REV CUR . . . Reverse Current
PARA . . . . . . . Paragraph RF . . . . . . . . . . Radio Frequency
PDP . . . . . . . . Power Distribution Panel RH . . . . . . . . . . Right-Hand
PDU . . . . . . . . Pilot Display Unit RRPM . . . . . . . Rotor Revolutions per Minute
PGRM . . . . . . Program RPM . . . . . . . . Revolutions per Minuter
PH . . . . . . . . . . Phase RV . . . . . . . . . . Receive Variable
PLT . . . . . . . . . Pilot RX . . . . . . . . . . Receive or Receiver
P/N . . . . . . . . . Part Number S ........... South
PNL . . . . . . . . . Panel SDA . . . . . . . . Synchro Discrete and Analog
POS . . . . . . . . Position SDC . . . . . . . . Signal Data Converter
PP . . . . . . . . . . Present Position SDR . . . . . . . . Symbol Generator and Driver
PPH . . . . . . . . Pounds per Hour SEC . . . . . . . . Secondary
PRESS . . . . . . Pressure SECT . . . . . . . Section
PRI . . . . . . . . . Primary SEL . . . . . . . . . Select
PROG . . . . . . . Program SELDAR . . . . Selective Address
PS . . . . . . . . . . Power Supply SENS . . . . . . . Sensitivity
PSCU . . . . . . . Power Supply Calibration Unit SHP . . . . . . . . Shaft Horsepower
PSF . . . . . . . . . Pounds per Square Foot SL . . . . . . . . . . Seal Level
PSI . . . . . . . . . Pounds per Square Inch S/N . . . . . . . . . Serial Number
PSIG . . . . . . . . Pounds per Square Inch Gage SLT . . . . . . . . . Searchlight
PT . . . . . . . . . . Pint SP/DIR . . . . . . Speed/Direction
PTIT . . . . . . . . Power Turbine Inlet Temperature SPEC . . . . . . . Specification
PTT . . . . . . . . . Push-to-Talk or Press-to-Talk SPH . . . . . . . . Spheroid
PTU . . . . . . . . Power Transfer Unit SQ . . . . . . . . . . Squelch or Square
PVT . . . . . . . . . Private SQ DIS/
PWR . . . . . . . . Power TONE . . . . . . . Squelch Disable/Tone
QT . . . . . . . . . . Quart SQ FT . . . . . . Square Feet
QTY . . . . . . . . Quantity STA . . . . . . . . . Station
R ........... Red STBY . . . . . . . Standby
R or RT . . . . . Right STO or
RAD . . . . . . . . Radar STR . . . . . . . . Store
RAM . . . . . . . . Random Access Memory SYS . . . . . . . . System
RBL . . . . . . . . . Right Butt Line T/R + G . . . . . Transmit/Receive Plus Guard
RC . . . . . . . . . . Rate of Climb Channel
RCU . . . . . . . . Remoter Control Unit TACH . . . . . . . Tachometer
RCVR . . . . . . . Receiver TAS . . . . . . . . . True Airspeed
RD . . . . . . . . . . Rate of Descent TCK . . . . . . . . Track
RECP or TGT . . . . . . . . Target
REC . . . . . . . . Receptacle TEMP . . . . . . . Temperature
RECT . . . . . . . Rectifier TOD . . . . . . . . Time of Day
REF . . . . . . . . Reference TQ/ENG . . . . . Torque per Engine
REL . . . . . . . . . Release TX . . . . . . . . . . Transmit or Transmitter
REQD . . . . . . . Required TYP . . . . . . . . . Typical

B-4
 TM 1-1520-240-10

ABBREVIATION TERM ABBREVIATION TERM

UHF . . . . . . . . Ultra High Frequency VSI . . . . . . . . . Vertical Speed Indicator
US . . . . . . . . . . United States W........... West or Wide
USB . . . . . . . . Upper Sideband WARN . . . . . . Warning
UTIL . . . . . . . . Utility WB . . . . . . . . . Wide Band
UTM . . . . . . . . Universal Transverse Mercator WL . . . . . . . . . Water Line
V ........... Volt(s) WOD . . . . . . . Word of Day
VAC . . . . . . . . Volts Alternating Current WSHLD or
VAR . . . . . . . . Variation W/S . . . . . . . . . Windshield
Vcgi . . . . . . . . . Estimated Airspeed Limit with an WT . . . . . . . . . Weight
Operating Cruise Guide Indicator X ........... Times or By
VDC . . . . . . . . Volts Direct Current XFEED . . . . . . Crossfeed
VENT . . . . . . . Ventilate XFER . . . . . . . Transfer
VFR . . . . . . . . Visual Flight Regulations XMIT . . . . . . . . Transmit
Vh . . . . . . . . . . Maximum Airspeed in Level Flight XMSN . . . . . . . Transmission
(as Limited by CGI, PTIT, or XTK/TKE . . . . Cross Track/Track Angle Error
Torque)
_ ........... Degrees or Temperature
VHF . . . . . . . . Very High Frequency
_C . . . . . . . . . . Degrees Celsius
VGI . . . . . . . . . Vertical Gyro Indicator
_/KTS . . . . . . . Degrees per Knots
VLF . . . . . . . . . Very Low Frequency
% ........... Percent
Vmax . . . . . . . Maximum Airspeed Limit
(Indicator Red Line) 3/REV . . . . . . . Three Vibrations for Each Revolu
tion of the Rotor
Vne . . . . . . . . . Velocity (Airspeed) Never Exceed
VOL . . . . . . . . Volume
VOR . . . . . . . . Very High Frequency Omni-Direc
tional Range

B-5
 TM 1-1520-240-10
APPENDIX C
CONDITIONAL INSPECTIONS
This appendix contains those conditions which require a write-up in DA Form 2408-13-1. An entry shall state the limit
(s) exceeded, range, timeabove limits, and any additional data that would maintenance personnel in maintenance
action that may be required.

CONDITION 2408-13-1 ENTRY REQUIRED REMARKS

Water landings have been per- Comment

formed.
Salt water landings. Comment
Landing in mud or swampy terrain or Comment
difficulty in starting or torching of the
cabin heater.
Landing gear wheels have been Comment
submerged in water or mud.
Helicopter has been washed or Comment
subjected to heavy rain.
Helicopter is operated within 200 Comment
miles of volcanic activity.
Helicopter is operated within 10 Comment
miles of salt water or 1000 feet of it’s
surface.
Whenever the aircraft is flown with a Codes(s) and when recognized. Refer to the DECU Fault Code List/
DECU fault code other than “88”. Matrix in Chapter 2.
Whenever the -714A engine is shut- Comment
down via the Fire Pull Handle or an
engine failure occurs.
Fuel vents overboard or uneven Comment
tank depletion rate occurs from an
auxiliaryfuel tank during normal op-
eration.
Fuel vents overboard from a main Comment
fuel tank during normal during nor-
mal flight operations.
Whenever emergency fuel is used. Type of fuel, additives, and duration Operation with emergency fuel
of operation. should not exceed 6 hours cumula-
tive time.
When aircraft is fueled with JP8 fuel Amount of fuel and tanks affected. Operate aircraft without restrictions,
containing +100 additive. considered +100 additive free after
refueling with 3 full useable fuel
loads of JP8. Contact: USAPC, Mr.
Del Leese, DSN 977-8580.
Helicopter has been subjected to a Comment
hard landing or when emergency
lightsare actuated during landing.
When two different types of oil are Comment Respective engine oil shall be
mixed in either engine. changed and the system flushed
within 6 hours of engine
operation.

C-1
TM 1-1520-240-10
CONDITION 2408-13-1 ENTRY REQUIRED REMARKS
Engine oil consumption exceeds 2 Comment
quarts per hour.
Engine is subjected to sudden stop- Comment
page or a sudden reduction in RPM.
Engine compressor stall (surge) is Comment
experienced.
712 Each time emergency power in- Comment
dicator is tripped.
Emergency power reaches 30 min- Comment
ute cumulative time.
When starting or beeping engines, if Comment Do not restart affected engine.
loud noises or shocks are followed
by sudden high increases in engine
torque, or if a torquemeter is station-
ary at high value after shutdown.
When starting engines, if either en- Comment
gine fails to accelerate to flight
speed
When CO2 is applied to engine inlet Comment
or exhaust.
When torquemeter is stationary at a Comment
high value after shutdown.
When the transmission filter bypass Comment
button is extended.
When a transmission is suspected Comment
of excessive oil leakage.
When a transmission oil system has Comment
been contaminated with hydraulic
fluid.
When two different types of oil are Comment Respective transmission oil shall be
mixed in the forward, combining, aft, changed and the system flushed
or engine transmissions. within 6 hours of transmission op-
eration.
When MIL-H-83282 hydraulic fluid is Indicate quantity added.
not available and MIL-H-5606 is
used.
When rotary wing blade has made Comment
contact with a foreign object or when
the power train has been subjected
to a sudden reduction in RRPM.
Helicopter is struck by lightning. Comment
When a rotary wing blade has been Comment
struck by lightning.
When a rotary wing has been flap- Comment
ping due to high winds.

C-2
 TM 1-1520-240-10
CONDITION 2408-13-1 ENTRY REQUIRED REMARKS
When the rotor blades are pounded Comment
against the droop stops, or have ex-
perienced violent and heavy flap-
ping, or have been exposed to hurri-
cane or tornadic winds.
When a rotorhead is suspected of Comment
excessive oil leakage.
When internal failure (metal Comment
contamination) of a flight control or
utility hydraulic pump or motor
occurs.
When two different types of oil are Comment APU oil shall be changed and the
mixed in the APU. system flushed within 6 hours of
APU operation.
When the compass is suspected of Comment
being in error.
After every manual release of the Comment
center cargo hook under the load.
When a fault indication is displayed Comment
on the MAINTENANCE PANEL.
When any Chapter 5 limitations Limit or limits exceeded, range, time
have been exceeded. above limits, and any additional data
that would aid maintenance person-
nel.
Whenever the aircraft is refueled 2408–13–1 Amount of JP8+100 fuel This is an informational entry and may
with JP8+100. recieved in gallons or pounds. be removed after three refuelings of
JP8 without the +100 additive.

C-3/(C-4 blank)

ALPHABETICAL INDEX
Subject Paragraph, Figure,
Table Number
A Description . . . . . . . . . . . . . . . . . . . . . 7-11-1, 7A-11-1
Abbreviations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B-1
AC Cabin Utility Receptacles . . . . . . . . . . . . . . . . 2-9-14
Accumulator Gage . . . . . . . . . . . . . . . . . . . . . . . . . 6-6-26
Accumulator Precharge Limits . . . . . . . . . . . . . F 2-15-3
AC System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-11–2
AC Power Supply
(Typical) 712 . . . . . . . . . . . . . . . . . . . . . . . . . F FO-3
AC Power Supply (Typical) 714A . . . . . . . . . F FO-6
Electrical Power Panel . . . . . . . . . . . . . . . . . . F 2-11-2
EXT PWR Caution . . . . . . . . . . . . . . . . . . . . . . . . 2-11-5
External Power Receptacles . . . . . . . . . . . . . F 2-11-1
Generator Control Switches . . . . . . . . . . . . . . . . 2-11-3
GEN OFF Cautions . . . . . . . . . . . . . . . . . . . . . . . 2-11-4
Power Distribution Panels (Typical) 712 . . . . F FO-2
Power Distribution Panels (Typical) 714A . . F FO-5
ADDITIONAL LIMITATIONS
Air-to-Ground Towing . . . . . . . . . . . . . . . . . . . . . 5-9-1
APU Operation . . . . . . . . . . . . . . . . . . . . . . . . . . 5-9-2
Extended Range Fuel System II(ERFSII) 4-80, 5-9-6
Pitot Tube and AFCS Sideslip Port . . . . . . . . . . 5-9-3
Single Point Refueling . . . . . . . . . . . . . . . . . . . . . 5-9-5
Windshield Heat . . . . . . . . . . . . . . . . . . . . . . . . . . 5-9-4
Advanced Flight Control System (AFCS) . . . . . . 2-5-7
Advanced Flight Control System Panel . . . . F 2-5-3
AFCS Control Panel . . . . . . . . . . . . . . . . . . . . . . 2-5-15
AFCS OFF Caution . . . . . . . . . . . . . . . . . . . . . . 2-5-17
Airspeed Hold . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-5-10
Altitude Hold . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-5-11
Bank Angle Hold . . . . . . . . . . . . . . . . . . . . . . . . . . 2-5-8
Command Select Switch . . . . . . . . . . . . . . . . . . 2-5-18
Controls and Indicators . . . . . . . . . . . . . . . . . . . 2-5-14
Cyclic Trim Indicators . . . . . . . . . . . . . . . . . . . . . 2-5-16
Forward and Aft Cyclic Trim Indicators . . . . . F 2-5-4
Heading Hold . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-5-9
Heading Select . . . . . . . . . . . . . . . . . . . . . . . . . . 2-5-12
Longitudinal Cyclic Trim System . . . . . . . . . . . 2-5-13
Aerobatics Prohibition . . . . . . . . . . . . . . . . . . . . . . . 5-1-29
Aerodynamic Loads . . . . . . . . . . . . . . . . . . . . . . . . 8-3-6
AFS Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-5-7
AFCS Trim Switch . . . . . . . . . . . . . . . . . . . . . . . . . . 2-5-5
After Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-2-35
After Landing (Abbreviated) . . . . . . . . . . . . . . . . . . 8-2-36
AGENT DISCH Switch . . . . . . . . . . . . . . . . . . . . . . . 2-2-4
AIMS Altimeter . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-14-2
Air Control Handles . . . . . . . . . . . . . . . . . . . . . . . . 2-10-4
AIRCRAFT AND SYSTEMS DESCRIPTION
AND OPERATION
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1-1
General Arrangement . . . . . . . . . . . . . . . . . . . F FO-1
Gross Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1-2
Principal Dimensions Diagram . . . . . . . . . . . F 2-1-1
Turning Radii . . . . . . . . . . . . . . . . . . . . . . . . . . F 2-1-2
Aircraft Compartment and Loading Diagram . . . F 6-1-1
Aircraft Designation System . . . . . . . . . . . . . . . . . 1-1-13
Airspeed Calibration Chart . . . . . . . F 7-11-1, F 7A-11-1
Conditions . . . . . . . . . . . . . . . . . . . . . . 7-11-3, 7A-11-3
TM 1-1520-240-10
Subject Paragraph, Figure,
Table Number
Use of Chart . . . . . . . . . . . . . . . . . . . . 7-11-2, 7A-11-2
Airspeed Hold . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-5-10
Airspeed Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . 2-14-5
AIRSPEED LIMITS
Airspeed Operating Limits . . . . . . . . . . . . . . . . . . . . 5-5-1
AFCS Limitations . . . . . . . . . . . . . . . . . . . . . . . . . 5-5-7
Airspeed Limitations – Longitudinal Cyclic
Trim Retracted . . . . . . . . . . . . . . . . . . . . . . . . . F 5-5-2
Airspeed Limitations With An Inoperative Cruise
Guide Indicator . . . . . . . . . . . . . . . . . . 5-5-2, F 5-5-1
Airspeed Limitations With An Operative or
Inoperative Cruise Guide Indicator . . . . . . . . . 5-5-3
External Cargo Airspeed Limits . . . . . . . . . . . . . 5-5-4
Longitudinal Cyclic Trim (LCT) Actuator
Airspeed Limits . . . . . . . . . . . . . . . . . . . . . . . . . 5-5-5
Air-to-Ground Towing . . . . . . . . . . . . . . . . . . . . . . . . 5-9-1
Altimeter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-14-6
Altitude Hold . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-5-11
Antenna Locations . . . . . . . . . . . . . . . . . . . . . . . . . . F 3-3
Antenna System . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-2-3
Anticollision Lights . . . . . . . . . . . . . . . . . . . . . . . . . . 2-13-5
ANTI COL Light Switches . . . . . . . . . . . . . . . . . 2-13-6
Anti-Icing Systems . . . . . . . . . . . . . . . . . . . . . . . . . . 2-9-1
ANTI ICE Panel . . . . . . . . . . . . . . . . . . . . . . . . . . 2-9-2
Anti Ice Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . F 2-9-1
Appendix A, References . . . . . . . . . . . . . . . . . . . . . . A-1
Appendix B, Abbreviation . . . . . . . . . . . . . . . . . . . . . . B-1
Appendix C, Conditional Inspections . . . . . . . . . . . . C-1
APU ON Caution . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-12-4
APU Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-12-3
Armament Subsystem . . . . . . . . . . . . . . . 4-2-1, F 4-2-1
Machine Gun . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-2-2
Ammunition Can and Ejection Control .
Bag . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F 4-2-4
Ammunition Can – Installed . . . . . . . . . . . . . . F 4-2-8
Ejection Control Bag – Installed . . . . . . . . . . . . 4-2-7
Machine Gun Controls . . . . . . . . . . . . . . . . . . . . 4-2-4
Machine Gun M60D . . . . . . . . . . . . . . . . . . . . F 4-2-2
Machine Gun Positioned on Pintle – Left
Side Shown . . . . . . . . . . . . . . . . . . . . . . . . . . . F 4-2-9
Machine Gun Stowed on Right Mount . . . . . F 4-2-6
Right Machine Gun Mount – Installed . . . . . F 4-2-5
Ammunition . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-2-10
Armament Subsystem M24 Data . . . . . . . . . T 4-2-1
Operation – Armament Subsystem M24 . . . . . 4-2-6
Preflight Checks . . . . . . . . . . . . . . . . . . . . 4-2-7
Before Takeoff Check . . . . . . . . . . . . . . 4–2-8
Infight Operation . . . . . . . . . . . . . . . . . . . . . 4-2-9
M24 Mount . . . . . . . . . . . . . . . . . . . . . . . . F 4-2-3
Mount Assemblies (M24) . . . . . . . . . . . . . 4–2-3
Mount Assembly Stops, Cams, Quick- Pin,
Release and Shock Cord (M24) . . . . . . . . . . 4-2-5
Armament Subsystems – M24 and M41 . . 9-2-2
Armament Subsystem M41 . . . . . . . . . . . . . . 4-2-11
Armament Subsystem M41 Data . . . . . . . T 4-2-3
Operation – Armament
Subsystem M41 . . . . . . . . . . . . . . . . . . . . . 4-2-14
Index-1
TM 1-1520-240-10
Subject Paragraph, Figure,
Table Number
Mount Assembly (M41) . . . . . . . . . . . . . . . . 4-2-12
Mount Assembly Stops, Cams, Quick-Release
Pin, and Elastic Cord (M41) . . . . . . . . . . . 4-2-13
M41 Mount – Installed on Ramp . . . . . . F 4-2-10
Armored Seats . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1-20
Army Aviation Safety Program . . . . . . . . . . . . . . 1-1-9
Ash Trays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-9-16
Attitude indicator . . . . . . . . . . . . . . . . . . . . . . . . 2-14-16
Authorized Cartridges . . . . . . . . . . . . . . . . . . . . T 4-2-2
Autorotational Approach Corridor for Second
Engine Failure from Single Engine
Level Flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F 9-9
Auxiliary Power Unit . . . . . . . . . . . . . . . . . . . . . F 2-12-2
Emergency APU Fluid
Shut Off Valve . . . . . . . . . . . . . . . . . 2-12-5, F 2-12-1
APU ON Caution . . . . . . . . . . . . F 2-14-5, F 2-14-6
APU Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-12-3
Electronic Sequencing Unit . . . . . . . . . . . . . . 2-12-2
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-12-1
Aviation Life Support Equipment (ALSE) . . . . . . . 8-1-2
Avionics Equipment Configuration . . . . . . . . . . . . 3-1-2
Antenna Locations . . . . . . . . . . . . . . . . . . . . . F 3-2-3
Antenna System . . . . . . . . . . . . . . . . . . . . . . . . . 3-2-3
Avionics Power Supply . . . . . . . . . . . . . . . . . . . 3-1-3
Communications/Navigation Equipment . . T 3-1-1
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1-1
B Weight and Balance . . . . . . . . . . . . 6-6--40
Bank Angle Hold . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-5-8
Bank Angle Limitations . . . . . . . . . . . . . . . . . . . F 5-6-1
Bank Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-6-2
BATT SYS MAL Caution . . . . . . . . . . . . . . . . . . . . 2-11-9
BATT Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-11-7
Before Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-2-31
Before Leaving Helicopter . . . . . . . . . . . . . . . . . . . 8-2-38
BIT 714A . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3-34
BRK STEER Isolation Switch . . . . . . . . . . . . . . . . . 2-6-7
Brake System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1-7
Brake Pedals . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1-8
Brakes and Steering Isolation Switch . . . . . . 2-1-10
Parking Brake Handle . . . . . . . . . . . . . . . . . . . . 2-1-9
Steering and Swivel Lock System . . . . . . . . . . 2-1-5
STEERING CONTROL PANEL . . . . 2-1-6, F 2-1-4
Bulk Cargo Tiedown . . . . . . . . . . . . . . . . . . . . . . . . 6-6-54
C Center Cargo Hook . . . . . . . . . . . . . . . . . . . 4-3-8
CABIN AND RAMP LIGHTS Switches . . . . . . 2-13-25
Cabin and Ramp Lights . . . . . . . . . . . . . . . . . . 2-13-24
Cabin Heat Controls . . . . . . . . . . . . . . . . . . 2-10-5
Cabin Lighting and Controls . . . . . . . . . F 2-13-4
Canted Console (Typical) . . . . . . . . . . . . F 2-1-7
Canted and Center Console Lights . . . 2-13-16
Cargo . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-2-3
Jettisoning External Cargo . . . . . . . . . . . . 9-2-4
Cargo Center of Gravity . . . . . . . . . . . . . . . . 6-60
Cargo Dimensions . . . . . . . . . . . . . . . . . . . 6-6–34
Cargo Door and Ramp . . . . . . . . 6-6-22, F 6-6-7
Pressure Actuated Valve . . . . . . . . . . . 6-6–25
Ramp Operation . . . . . . . . . . . . . . . . . . . 6-6–28
In–Flight Operation . . . . . . . . . . . . . . . 6-6-30
Manual Operation – Cargo Door . . . . 6-6-32
Index-2
Subject Paragraph, Figure,
Table Number
Normal Operation . . . . . . . . . . . . . . . . 6-6–29
Ramp Controls . . . . . . . . . . . . . . . . . . F 6-6-8
Ramp Sequence Valve . . . . . . . . . . . 6-6–24
Ramp Control Valve . . . . . . . . . . . . . . . 6-6-23
Cargo Hook Cautions . . . . . . . . . . . . . . . . . 4-3-13
Cargo Hook Controls . . . . . . . . . . . . . . . . 4-31–11
Cargo Hook Limitations . . . . . . . . . . . . . . . . . 5-4-3
Cargo Hooks Operational Check . . . . . . . . 4-3-16
CARGO LOADING
Cargo Compartment . . . . . . . . . . . . . . . 6-6-2
Cargo Compartment Dimensions . . F 6-6-1
Cargo Compartment Floor . . . . . . . . . . 6-6-6
Concentrated Load Limits . . . . . . . . 6-6-11
Concentrated Loads . . . . . . . . . . . . . 6-6-10
Load Limits . . . . . . . . . . . . . . . . . . . . 6-6-12
Strength Areas . . . . . . . . . . . . . . . . . . 6-6-7
Uniformly Distributed Load Limits . . 6-6-9
Uniformly Distributed Loads . . . . . . . 6-6-8
Compartment Capacities . . . . . . . . . . . 6-6-14
Compartment Data . . . . . . . . . . . . . . . F 6-6-4
Compartment Identification . . . . . . . . . 6-6-13
Compartment Loading . . . . . 6-67, F 6-6--12
General . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-6-1
General Instructions for Loading, Securing,
and Unloading Cargo . . . . . . . . . . . . 6-6--39
Restraint . . . . . . . . . . . . . . . . . . . . . . 6-6--41
Lower Rescue Door . . . . . . . . . . . . . . . . 6-6-5
Main Cabin Entrance . . . . . . . . . . . . . . . 6-6-3
Maximum Package Size . . . . . . . . . . . F 6-6-2
Stowage Locations . . . . . . . . . . . . . . . . F 6-19
Utility Hatch Door . . . . . . . . 6-6-4, F 6-6--10
Cargo Loading Aids . . . . . . . . . . . . . . . . . 6-6-18
Auxiliary Loading Ramps . . . . . . . . . . 6-6-20
Cargo Door Cranking . . . . . . . . . . . F 6-6--11
Cargo Door and Ramp . . . . . . 6-47, F 6-15
Cargo Loading Ramp . . . . . . . . . . . . . 6-6-19
Winch . . . . . . . . . . . . . . . . . . . . . . . . . . 6-6--21
CAUTION LT Panel . . . . . . . . . . . . . . . 2-14-30
Center Console (Typical) . . . . . . . . . . . . F 2-1-6
Center Console With XM-130
Countermeasures (Typical) . . . . . . F 2-1-5
Center Console With AN/ALE 47
Countermeasures (Typical) . . . . . . . F 2-1-6
Center Cargo Hook and Cargo Hook . . . . . .
Release . . . . . . . . . . . . . . . . . . . . . . . F 4-3-13
Center Cargo Hook Loading Pole . . . F -3-9
Center Cargo Hook Loading Pole
(Typical) . . . . . . . . . . . . . . . . . . . . . . F 4-3-12
Center Hook Loads . . . . . . . . . . . . . . . . . . . 8-3-3
Aerodynamic Loads . . . . . . . . . . . . . . . . 8-3-6
High Density Loads . . . . . . . . . . . . . . . . 8-3-5
Low Density Loads . . . . . . . . . . . . . . . . . 8-3-4
Multi-Hook Loads . . . . . . . . . . . . . . . . . . 8-3-7
Center Instrument Panel Lights . . . . . 2-13-14
Center Instrument Panel
(Typical) 712 . . . . . . . . . . . . . . . . . . . F 2-1-8
Center Instrument Panel
714A . . . . . . . . . . . . . . . . . . . . . . . . . F 2-1-12

Subject Paragraph, Figure,
Table Number
CENTERING DEVICE RELEASE
Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-5-4
Center-of-Gravity Limitations . . . . . . . . . . 5-19
C.G. Limits Chart . . . . . . . . . . . . . . . . . . . F 6-25
CGI TEST Switch . . . . . . . . . . . . . . . . . . . 2-212
Change Symbol Explanation . . . . . . . . 1-1–12
Checklist . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-2-4
CHRONOMETER . . . . . . . . . . . . . . . . 2-14-21
Chronometer . . . . . . . . . . . . . . . . . . . F 2-14-4
Normal Operation
– CHRONOMETER . . . . . . . . . . . . 2-14-22
Setting ET . . . . . . . . . . . . . . . . . . . . . 2-14-24
Setting GMT . . . . . . . . . . . . . . . . . . . 2-14-23
Setting LT . . . . . . . . . . . . . . . . . . . . . . 2-14-24
Test Mode . . . . . . . . . . . . . . . . . . . . . 2-14-26
Classification of Helicopter . . . . . . . . . . . . 6-1-3
Climb – Descent Chart . . . . F 7-9-1, F 7A-9-1
Climb Performance . . . . . F 7-9-2, F 7A-9-2
Conditions . . . . . . . . . . . . . . . . . 7-9-3, 7A-9-3
Description . . . . . . . . . . . . . . . . . 7-9-1, 7A-9-1
Use of Charts . . . . . . . . . . . . . . 7-9-2, 7A-9-2
Climb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-3-28
CMDS Messages . . . . . . . . . . . . . . . . . . . 4-1-26
Cockpit Air Knob . . . . . . . . . . . . . . . . . . . 2-10-3
Cockpit Lighting and Control . . . . . . . F 2-13-2
Cockpit Rearview Mirror . . . . . . . . . . . . . 2-9-11
Cockpit Utility Receptacles . . . . . . . . . . . 2-9-14
Cockpit and Controls . . . . . . . . . . . . . . . F 2-1-3
Cold Weather Operation . . . . . . . . . . . . . . 8-4-1
After landing . . . . . . . . . . . . . . . . . . . . . 8-4-15
Before Leaving Aircraft . . . . . . . . . . . . 8-4-17
Descent . . . . . . . . . . . . . . . . . . . . . . . . . 8-4-13
During Flight . . . . . . . . . . . . . . . . . . . . . 8-4-12
Engine Shutdown . . . . . . . . . . . . . . . . . 8-4-16
Engine Starting . . . . . . . . . . . . . . . . . . . . 8-4-8
Warmup and Ground Tests . . . . . . . . . . 8-4-9
General . . . . . . . . . . . . . . . . . . . . . . . . . . 8-4-2
Heater Normal Operation . . . . . . . . . . . 8-4-4
Landing in Snow . . . . . . . . . . . . . . . . . . 8-4-14
Preparation for Flight . . . . . . . . . . . . . . . 8-4-3
Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . 8-4-11
Taxiing . . . . . . . . . . . . . . . . . . . . . . . . . . 8-4-10
Combining and Engine Transmission
Lubrication Systems . . . . . . . . . . . . . . . . 2-7-5
Command Select Switch . . . . . . . . . . . . . 2-5-18
Compass Correction Card Holder . . . . . 2-9-17
Continuous Torque Available . 7-4-1, F7-4-5,
. . . . . . . . . . . . . . . . . . . . . . . . . 7A-4-1, F 7A-4-5
Conditions . . . . . . . . . . . . . . . . 7–4-3, 7A-4-3
Use of Chart . . . . . . . . . . . . . . 7-4-4, 7A-4–4
Copilot Instrument Panel
(Typical) 712 . . . . . . . . . . . . . . . . . . . F 2-1-7
Copilot Instrument Panel
(Typical) 714A . . . . . . . . . . . . . . . . . F 2-1-11
Countermeasures Set (AN/ALQ-156) . . . 4-1-5
Controls and Indicators, Missile Detector . . .
Set (AN/ALQ-156) . . . . . . . . . . . . . . . . . . 4-1-6
Countermeasures Set Control Panel
(AN/ALQ-156) . . . . . . . . . . . . . . . . . . . F 4-5-1
Normal Operation;
Countermeasure Set . . . . . . . . . . . . . . . 4-1-7
TM 1-1520-240-10
Subject Paragraph, Figure,
Table Number
Countermeasures Dispenser System,
AN/ALE 47 . . . . . . . . . . . . . . . 4-1-17, F 4-1-6
ALE 47 Flare Dispenser System . . . . . . . F 4-6
Controls and Function, Countermeasures
Dispenser System
(AN/ALE-47) . . . . . . . . . . . 4-1-18, F 4-1-6
Dispenser Assemblies . . . . . . . . . . . . . . . 4-1-22
AN/ALE-47 Safety Switch . . . . . . . . . . . . 4-1-21
AN/ALE-47 Sequencers . . . . . . . . . . . . . 4-1-20
Flight Operations . . . . . . . . . . . . . . . . . . . 4-1-25
Normal Operation . . . . . . . . . . . . . . . . . . . 4-1-24
Payload Module Assemblies . . . . . . . . . 4-1-23
The AN/ALE-47 Programmer . . . . . . . . . 4-1-19
Crew Briefing . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1-4
Crew Duties/Responsibilities . . . . . . . . . . . . 8-1-3
Cruise Charts
Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . 7-38
Description . . . . . . . . . . . . . . . . . . . . . . . . . 7-36
Example Cruise Chart . . . . . . . . . . . . . . . . F 7-9
Performance Penalties with EAPS . . . . . 7-39
EAPS Penalty Table . . . . . . . . . . . . . . . T 7–1
Use of Charts . . . . . . . . . . . . . . . . . . . . . . . 7-37
Cruise Check . . . . . . . . . . . . . . . . . . . . . . . . . 8-2-29
CRUISE GUIDE Indicator . . . . . . . . . . . . . . 2-14-3
Cruise Guide Indicator . . . . . . . . . . . . . . . F 2-14-3
Cruise Guide Indicator System . . . . . . . . . 2-14-2
CTR INST Switch . . . . . . . . . . . . . . . . . . . 2-13-15
CYCLIC Stick . . . . . . . . . . . . . . . . . . . . . . . . . 2-5-3
Cyclic Stick Grip . . . . . . . . . . . . . . . . . . . . F 2-5 -2
Cyclic Trim Indicators . . . . . . . . . . . . . . . . . . 2-5-16
D
DC Cabin Utility Receptacles . . . . . . . . . . . 2-9-15
DC System . . . . . . . . . . . . . . . . . . . . . . . . . . 2-11-6
BATT Switch . . . . . . . . . . . . . . . . . . . . . . . 2-11-7
BATT SYS MAL Caution . . . . . . . . . . . . . 2-11-9
DC Power Supply (Typical) 712 . . . . F FO-4
DC Power Supply (Typical) 714A . . . F FO-7
RECT OFF Cautions . . . . . . . . . . . . . . . . 2-11-8
DD Form 365-3 Chart C – Basic Weight and
Balance Record . . . . . . . . . . . . . . . . . . . . . . 6-2-1
DD Form 365-4 (Weight and Balance
Clearance Form F) . . . . . . . . . . . . . . . . . . . . 6-2-2
DECU Panel 714A . . . . . . . . . . . . . . . . . . F 2-3-7
DECU Unit 714A . . . . . . . . . . . . . . . . . . . . 2-3-33
T55-GA-714A DECU BIT Fault Code
List Matrix . . . . . . . . . . . . . . . . . . . . . . T 2–3-1
DESCENT . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-2-30
DESERT AND HOT WEATHER
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . 8-4-17
Before Leaving the Aircraft . . . . . . . . . . . 8-4-26
Engine Shutdown . . . . . . . . . . . . . . . . . . . 8-4-25
Engine Starting . . . . . . . . . . . . . . . . . . . . . 8-4-21
General . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-4-19
Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-4-24
Preparation for Flight . . . . . . . . . . . . . . . . 8-4-20
Takeoff, Climb, Cruise, and Descent . . 8-4-23
Taxiing . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-4-22
Destruction of Army Material to Prevent
Enemy Use . . . . . . . . . . . . . . . . . . . . . . . . . 1-1-10
Index-3
TM 1-1520-240-10
Subject Paragraph, Figure,
Table Number
Direction Finder Set (AN/ARN-89) . . . . . . . . 3-3-5
Controls and Function, Direction
Finder Set (AN/ARN-89) . . . . . . . . . . . . . 3-3-6
Direction Finder Control . . . . . . . . . . . . F 3-3-2
Normal Operation –
Direction Finder Set . . . . . . . . . . . . . . . . . 3-3-7
Directional Gyro (CN-998/ASN-43) . . . . . F 3-3-4
Directional Pedals . . . . . . . . . . . . . . . . . . . . . 2-5-6
Dome Lights . . . . . . . . . . . . . . . . . . . . . . . 2-13-18
Dome Switch . . . . . . . . . . . . . . . . . . . . . . . 2-13-19
Doppler Navigation Set
(AN/ASN-128) . . . . . . . . . . . . . . . . 3-3-11, F 3-3-5
Computer-Display Unit Data Displays T 3-3-2
Controls and Function – Doppler
Navigation Set . . . . . . 3-3-12, F 3-3-5, T 3-3-2
Data Entry . . . . . . . . . . . . . . . . . . . . . . . . . 3-3-14
Dead Reckoning Navigation . . . . . . . . . . 3-3-30
Display and Keyboard Operation . . . . . 3-3-13
Doppler Navigation Set Control
(AN/ASN-128) . . . . . . . . . . . . . . . . . . . F 3-3-11
Entering Data . . . . . . . . . . . . . . . . . . . . . . 3-3-16
Entering Ground Speed and Track . . 3-3-20
Entering Present Position or Destination
in LAT/LONG . . . . . . . . . . . . . . . . . . . . 3-3-19
Entering Present Position or Destination
in UTM . . . . . . . . . . . . . . . . . . . . . . . . . 3-3-18
Entering Spheroid and/or Variation . . 3-3-17
Starting Procedure . . . . . . . . . . . . . . . . 3-3-15
Flight Procedures . . . . . . . . . . . . . 3-3-22, 3-89
FLY-TO-DEST Operation . . . . . . . . . . 3-3-25
Left-Right Steering Signals . . . . . . . . . 3-3-26
Transferring Stored Target Coordinates from
One Location to Another . . . . . . . . . . 3-3-28
Transferring Variation from One Location
to Another . . . . . . . . . . . . . . . . . . . . . . 3-3-29
Update of Present Position from
Landmark . . . . . . . . . . . . . . . . . . . . . . . 3-3-24
Update of Present Position from
Stored Destination . . . . . . . . . . . . . . . 3-3-23
Operation During and After Power
Interruption . . . . . . . . . . . . . . . . . . . . . 3-3-31
Spheroid Data Codes . . . . . . . . . . . . T 3-3-3
Starting Procedure . . . . . . . . . . . . . . . . 3-3-15
Stopping Procedure . . . . . . . . . . . . . . . 3-3-32
System Initialization . . . . . . . . . . . . . . . 3-3-21
Target Store (TGT STR) Operation . . 3-3-27
Doppler/Navigation Set
AN/ASN-128B (DGNS) . . . . . . . . . . . . 3-3-36
CDU Operation . . . . . . . . . . . . . . . . . . . 3-3-46
Controls and Function – Doppler
Navigation Set . . . . . . . . . . . . . . . . . . 3-3-12
Controls and Indicator
-Horizontal Situation Indicators . . . . 3-3-34
Controls, Displays and Function . . . . 3-3-37
Doppler/GPS Navigation System . . . . . . . . .
AN/ASN-128B . . . . . . . . . . . . . . . . . F 3-3-7
Flight Procedures . . . . . . . . . . . . . . . . 3-3–22
Fly-To-Destination Operation . . . . . . . 3-3-52
Index-4
Subject Paragraph, Figure,
Table Number
General Operating Procedures
for Entering Data . . . . . . . . . . . . . . . . 3-3-49
GPS Data Loader Receptacle 3-3-53, F 3-19
Controls and Functions – GPS Data
Loader Receptacle . . . . . . . . . . . . . . 3-3-54
Normal Operation – GPS Data Loader Re-
ceptacle . . . . . . . . . . . . . . . . . . . . . . . . 3-3-55
GPS KYK-13
Remote Fill Panel . . . . . . . . . . 3-94, F 3-21
Controls and Function – GPS KYK-13
Remote Fill Panel . . . . . . . . . . . . . . 3-3-57
Normal Operation – GPS KYK-13
Remote Fill Panel . . . . . . . . . . . . . . 3-3-58
GPS Landing Mode . . . . . . . . . . . . . . . 3-3-45
GPS Zeroize Switch . . . . . . . . . 3-3-59, 3-4-4
Normal Operation GPS Zeroize
Switch . . . . . . . . . . . . . . . . . . . . 3-3-60, 3-4-5
Remote GPS Data Loader Receptacle/
KYK-13 Fill Panel . . . . . . F 3-3-9, F 3-4-2
Graphic Definition of Course Terms F 3-3-8
Map Datum Codes . . . . . . . . . . . . . . . T 3-3-4
Modes of Operation . . . . . . . . . . . . . . . 3-3-38
Navigate Mode . . . . . . . . . . . . . . . . . . . 3-3-40
Combined Mode (Default or
Primary Mode of Operation . . . . . . 3-3-41
Doppler Mode . . . . . . . . . . . . . . . . . 3-3-43
GPS Mode . . . . . . . . . . . . . . . . . . . . 3-3-42
Off Mode . . . . . . . . . . . . . . . . . . . . . . . 3-3-39
Preflight Procedures . . . . . . . . . . . . . 3-3-50
Route Sequencing Modes . . . . . . . . 3-3-47
Test Mode . . . . . . . . . . . . . . . . . . . . . . 3-3-44
To-To Route Modes . . . . . . . . . . . . . . 3-3-48
Drag Chart . . . . . . . . . . . F 7-8-1, F 7A-8-1
Change in Drag Area of Typical
External Loads . . . . . T 7-8-1, T7A-8-1
Conditions . . . . . . . . . . . . . 7–8-3, 7A-8-3
Description . . . . . . . . . . . . . 7-8-1, 7A-8-1
Use of Charts . . . . . . . . . . . 7-8-2, 7A-8-2
Dual Engine Failure . . . . . . . . . . . . . . 9-1-10
Dual Hook Fault Caution . . . . . . . . . 4-3-15
E
Electrical Power Panel . . . . . . . . . F 2-11-2
Electrical Power Supply System . . . 2-11-1
AC System . . . . . . . . . . . . . . . . . . . 2-11-2
DC System . . . . . . . . . . . . . . . . . . . 2-11-6
Electronic Sequencing Unit . . . . . . . 2-12-2
Engine Air Particle Separator
(EAPS) . . . . . . . . . . . . . . . . . . . . . . . 2-3-41
Differential Pressure Switch . . . . . 2-3-44
EAPS Switches . . . . . . . . . . . . . . . 2-3-45
EAPS Bypass Doors . . . . . . . . . . . . . 2-3-42
EAPS 1 Shown With
Bypass Doors Open . . . . . . . . . . . F 2-3-9
EAPS Control Boxes . . . . 2-3-43, F2-3-10
EAPS Module/Engine Screen
Weight and Balance . . . . . . . . . T 6-5-1
EAPS Protective Covers . . . . . . F 2-15-5
Eaps System Weight and Balance 6-5-2

Subject Paragraph, Figure,
Table Number
General Arrangement
with EAPS . . . . . F FO-1 (Sheet 2 of 2)
Performance Penalties with EAPS . . 7-7-4
EAPS Penalty Table . . . . . . . . . T 7-7-1
EMER EXIT Switch . . . . . . . . . . . . 2-13-27
EMERG ENG TRIM Panel 712 . . . 2-3-10
Emergency Engine Trim Panel . F 2-3-2
EMERG UTIL Press Controllable
Check Valve . . . . . . . . . . . . . . . . . . 2-6-11
Emergency APU Fluid Shut Off
Valve . . . . . . . . . . . . . . . . . 2-12-5, F 2-12-1
Emergency Entrances and Exits . . . 2-2-10
Emergency Equipment . . . . . . . . . F 9-1–1
Emergency Escape Axe . . . . . . . . 2-2-11
Emergency Troop Alarm and Jump
Lights . . . . . . . . . . . . . . . . . . . . . . . . 2-2-7
First Aid Kits . . . . . . . . . . . . . . . . . . . 2-2-9
Hand Fire Extinguishers . . . . . . . . . 2-2-6
TROOP WARN Panel . . . . . . . . . . 2-2-8
Troop Warning Panel (Typical) . F 2-2-2
Emergency Exit Lighting . . . . . . . . 2-13-26
Emergency Exit Light . . . . . . . . F 2-13-3
EMER EXIT Switch . . . . . . . . . . 2-13-27
Emergency Floodlights . . . . . . . 2-13-23
Emergency Operation of
Cargo Hooks . . . . . . . . . . . . . . . . . . 4-3-18
Emergency Power . . . . . . . . . . . . . . . . 5-3-2
Emergency Power System 712 . . 2-3-11
EMERGENCY POWER
Panel 712 . . . . . . . . . . . . . . . . . . 2-3-12
Emergency Power
Panel 712 . . . . . . . . . . . . . . . . . F 2-3-3
Emergency Procedures . . . . . . . . . . . 2-2-1
Helicopter Systems . . . . . . . . . . . . . 9-1-1
After-Emergency Action . . . . . . . . . 9-1-5
Definition of Emergency Terms . . . 9-1-3
Emergency Entrance and Escape
Routes . . . . . . . . . . . . . . . . . . . . . F 9-1-2
Emergency Warning Signals
and Exits . . . . . . . . . . . . . . . . . . . . . 9-1-4
Immediate Action Emergency
Checks . . . . . . . . . . . . . . . . . . . . . . . 9-1-2
ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-1-6
712 714A Autorotational Approach Corridor
for Second Engine Failure . . . . . . . . . . . . . F 9-1-8
Engine Fluctuations Without FADEC 1/2
Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-1-20
Dual Engine Failure . . . . . . . . . . . . . . . . . . . 9-1-10
714A ENG 1 FAIL or ENG 2 FAIL . . . . . . 9-1-12
Engine Restart During Flight . . . . . . . . . . . . 9-1-14
Engine Shutdown – Complete Electrical
Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-1-26
Engine Shutdown – Condition Lever
Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-1-27
Engine Shutdown with APU or APU
Generator Inoperative . . . . . . . . . . . . . . . . 9-1-28
Engine Transmission Clutch Failure to
Engage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-1-25
714A FADEC 1 and FADEC 2 Cautions . 9-1-19
TM 1-1520-240-10
Subject Paragraph, Figure,
Table Number
714A FADEC 1 and FADEC 2 Caution . . 9-1-18
FADEC BIT Fault Code List /Matrix . . . . . T 2-3-1
714A FADEC FAILURES . . . . . . . . . . . . . . 9-1-17
Flight Characteristics . . . . . . . . . . . . . . . . . . . 9-1-7
712 Height Velocity Diagram for Safe
Landing After Single Engine Failure . . . F 9-1-4
714A Height Velocity Diagram for Safe
Landing After Single Engine Failure . . . F 9-1-6
Maximum Glide Distance – Power Off . . . . 9-1--9
Maximum Glide Distance/Minimum Rate of
Descent in Autorotation . . . . . . . . . . . . . . F 9-1-7
Minimum Rate of Descent – Power Off . . . . 9-1-8
NO. 1 or NO. 2 ENG OIL LOW or NO. 1 or
NO. 2 ENG CHIP DET Caution . 9-1-29, 9-1-30
712 Normal Engine Beep Trim System Failure
(High Side) or N2 Governor Failure . . . . . 9-1-15
712 Normal Engine Beep Trim System Failure
(Low Side or Static) . . . . . . . . . . . . . . . . . . 9-1-16
714A Reversionary System Failures . . . . 9-1-21
714A REV1 and/or REV 2 (With) FADEC Light
On . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-1-23, 9-1-24
714A REV1 and/or REV 2 (Without) FADEC
Light On . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-1-22
Single Engine Failure . . . . . . . . . . . . . . . . . . 9-1-11
Single Engine Failure – Low Altitude/Low
Airspeed and Cruise . . . . . . . . . . . . . . . . . . 9-1-13
712 Single-Engine Service Ceiling . . . . F 9-1-3
714A Single-Engine Service Ceiling . . . . . 9-1-5
ROTOR TRANSMISSION, AND
DRIVE SYSTEMS . . . . . . . . . . . . . . . . . . . 9-1-31
NO. 1 or NO. 2 ENG XMSN
HOT Caution . . . . . . . . . . . . . . . . . . . . . . . . 9-1-32
Transmission Debris Screen Latches . . . . 9-1-33
Transmission Low Oil Pressure or High
Temperature Indications . . . . . . . . . . . . . . . 9-1-34
XMSN AUX OIL PRESS Caution . . . . . . . . 9-1-37
XMSN OIL HOT Caution . . . . . . . . . . . . . . . 9-1-38
XMSN OIL PRESS Caution . . . . . . . . . . . . . 9-1-35
XMSN OIL PRESS and XMSN AUX OIL
PRESS or XMSN CHIP Caution . . . . . . . . 9-1-36
FIRE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-1-41
Auxiliary Power Unit (APU) Fire . . . . . . . . . 9-1-44
Electrical Fire – Flight . . . . . . . . . . . . . . . . . . 9-1-47
Engine Compartment, Fuselage, or Electrical
Fire – Ground . . . . . . . . . . . . . . . . . . . . . . . . . 9-1-46
Engine Hot Start . . . . . . . . . . . . . . . . . . . . . . 9-1-42
Engine or Fuselage Fire – Flight . . . . . . . . . 9-1-45
Smoke and Fume Elimination . . . . . . . . . . . 9-1-48
Residual Fire During Shutdown . . . . . . . . . 9-1-43
FUEL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . 9-1-49
Aux Fuel Pump Failure . . . . . . . . . . . . . . . . 9-1-50
Fuel Low Caution . . . . . . . . . . . . . . . . . . . . . . 9-1-53
FUEL LOW and FUEL PRESS Cautions . . 9-1-54
Fuel Venting . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-1-51
L or R FUEL PRESS Cautions . . . . . . . . 9-1-52
Electrical System . . . . . . . . . . . . . . . . . . . . . . . . . 9-1-55
BATT SYS MAL Caution . . . . . . . . . . . . . . . 9-1-60
Index-5
 TM 1-1520-240-10
Subject Paragraph, Figure,
Table Number
NO. 1 and NO. 2 GEN OFF Cautions . . . . 9-1-57
DECU Unit 714A . . . . . . . . . . . . . . . . . . . . 2-3-33
NO. 1 and NO. 2 GEN OFF Caution . . . . . 9-1-56
NO. 1 and NO. 2 RECT OFF Cautions . . . 9-1-59
NO. 1 and NO. 2 RECT OFF Caution . . . . 9-1-58
Hydraulic System . . . . . . . . . . . . . . . . . . . . . 9-1-61
NO. 1 and NO. 2 HYD FLT CONTR
Caution . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-1-63
NO. 1or NO. 2 HYD FLT CONTR
Caution . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-1-62
UTIL HYD SYS Caution . . . . . . . . . . . . . . . . 9-1-64
Emergency Descent . . . . . . . . . . . . . . . . . . . . . 9-1-65
Autorotative Landing . . . . . . . . . . . . . . . . . . . 9-1-66
Ditching . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-1-68
Ditching Exits . . . . . . . . . . . . . . . . . . . . . . . . F 9-1-9
Ditching – Power OFF . . . . . . . . . . . . . . . . . 9-1-70
Ditching – Power ON . . . . . . . . . . . . . . . . . . 9-1-69
Emergency Entrance . . . . . . . . . . . . . . . . . . 9-1-67
Emergency Torque Available . . . . . . . . . . 7-2-1, F 7-2-1
Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-2-3
Use of Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-2-2
ENG COND Levers 712 . . . . . . . . . . . . . . . . . . . 2-3-8
Engine Anti–Icing . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3-4
Bypass Panel Removal Requirement . . . T 5-7-1
Engine Air Particle Separator (EAPS) . . . . 2-3-41
Differential Pressure Switch . . . . . . . . . 2-3-44
EAPS Bypass Doors . . . . . . . . . . . . . . . 2-3-42
EAPS Control Boxes . . . . . . 2-3-43, F 2-3-10
EAPS Control Panel . . . . . . . . . . . . . . F 2-3-8
EAPS 1 Shown With Bypass
Doors Open . . . . . . . . . . . . . . . . . . . . . F 2-3-9
EAPS Switches . . . . . . . . . . . . . . . . . . . 2–3-45
Engine Air Particle Separator System
Weight and Balance . . . . . . . . . . . . . . . . . T 6-5-3
Engine Chip Detectors . . . . . . . . . . . . . . . . . 2-3-25
Engine Chip Detector Fuzz Burn-Off . . . . . 2-3-26
Engine Compartment Fire Detectors and
Extinguishing System (Typical) . . . F 2-2-1
AGENT DISCH Switch . . . . . . . . . . . . . . . . 2-2-4
Engine Compartment Fire Extinguisher
Pressures . . . . . . . . . . . . . . . . . . . . . . . T 2-2-1
Engine Compartment Fire Extinguisher
System . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2-2
FIRE DETR Switch . . . . . . . . . . . . . . . . . 2-2-5
FIRE PULL Handles . . . . . . . . . . . . . . . . 2-2-3
Engine Condition Panel 712 . . . . . . . . F 2-3-1
ENG COND Panel 714A . . . . . . . . . . . . 2-3-31
Engine Condition Panel 714A . . . . . . . F 2-3-5
Engine Drain Valves . . . . . . . . . . . . . . . . . 2-3-28
Engine Fuel Control Units 712 . . . . . . . . 2-3-6
Engine Fuel Valves, Sta. 498 . . . . . . . . . . 2-4-2
Engine Inlet Screens . . . . . . . . . . . . . . . . . 2-3-3
Engine Instruments and Cautions . . . . . 2-3-17
Engine Caution Capsules 712 . . . . . 2-3-23
Engine CAUTION/ADVISORY
Capsules 714A . . . . . . . . . . . . . . . . . 2-3-24
Engine Chip Detectors . . . . . . . . . . . . . 2-3-25
Engine Chip Detector Caution
Light On . . . . . . . . . . . . . . . . . . . . . . . . 9-1-30
Index-6
Subject Paragraph, Figure,
Table Number
Emergency Entrance and Escape Routes F 9-1-2
Landing in Trees . . . . . . . . . . . . . . . . . . . . . . 9-1-72
Landing With One Engine Inoperative . . . . 9-1-71
FLIGHT CONTROLS . . . . . . . . . . . . . . . . . . . . . . 9-1-73
Cockpit-Control Driver Actuator
(CCDA) Failure . . . . . . . . . . . . . . . . . . . . . . 9-1-79
Differential Airspeed Hold
Failure (DASH) . . . . . . . . . . . . . . . . . . . . . . . 9-1-78
Dual AFCS Failure . . . . . . . . . . . . . . . . . . . . 9-1-76
Longitudinal Cyclic Trim (LCT) System
Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-1-74
Single AFCS Failure – Both Selected . . . . 9-1-75
Vertical Gyro Malfunction . . . . . . . . . . . . . . . 9-1-77
ARMAMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-2-1
Armament Subsystems – M24 and M41 . . . 9-2-2
CARGO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-2-3
Jettisoning External Cargo . . . . . . . . . . . . . . . 9-2-4
Hoist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-2-5
Engine Chip Detector Fuzz Burn-Off . 2-3-26
Engine Oil – Low Quantity/High
Temperature or Low Pressure . . . . . 9-1-29
Engine Oil Pressure Indicator . . . . . . . 2-3-21
Engine Oil Temperature Indicator . . . . 2-3-22
Gas Producer Tachometer . . . . . . . . . 2-3–18
Power Turbine Inlet Temperature
Indicators . . . . . . . . . . . . . . . . . . . . . . . 2-3-20
Torquemeter . . . . . . . . . . . . . . . . . . . . . 2-3–19
Engine Interstage Air Bleed . . . . . . . . . . 2-3-27
712 Engine Limitations . . . . . . . . . . . . . . . 5-3-4
714A Engine Limitations . . . . . . . . . . . . . 5-3-5
Engine Oil System . . . . . . . . . . . . . . . . 2-15-13
Engine Oil Pressure Indicator . . . . . . . 2-3-21
Engine Oil Temperature Indicator . . . . 2-3-22
Engine Power Control System 712 . . . . 2-3-5
Power Assurance Test Switch 714A 2-3-39
Engine Rating and Power Level Limits . . 5-3-1
Engine Restart During Flight . . . . . . . . . . 9-1-14
Engine Shutdown . . . . . . . . . . . . . . . . . . . 8-2-37
Engine Start System 712 . . . . . . . . . . . 2-3-14
Engine Start Abort 714A . . . . . . . . . . 2-3-36
ENGINE START PANEL 712 . . . . . F 2-3-4
Ignition Lock Switch . . . . . . . . . . . . . . . 2-3-16
START Panel 712 . . . . . . . . . . . . . . . . 2-3-15
Starting Cycle, Aborting and
Motoring 714A . . . . . . . . . . . . . . . . . . 2-3-38
Starting in Primary Mode 714A . . . . . 2-3-35
Starting in Reversionary
Mode 714A . . . . . . . . . . . . . . . . . . . . . . 2-3-37
Engine Temperature Limitations . . . . . . . . . . . 5-
Engine Wash System 714A . . . . . . . . 2-3-40
Engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3-1
EMERG ENG TRIM Panel 712 . . . 2-3-10,
Emergency Engine
Trim Panel 712 . . . . . . . . . . . . . . . . F 2-3-2

Subject Paragraph, Figure,
Table Number
Engine Anti-Icing . . . . . . . . . . . . . . . . . . . 2-3-4
Engine COND Levers 712 . . . . . . . . . . 2-3-8
Engine Condition Panel 712 . . . . . . . . F 2-3-1
ENG COND Panel 714A . . . . . . . . . . . . 2-3-31
Engine Condition Panel 714A . . . . . . . F 2-3-5
Engine Drain Valves . . . . . . . . . . . . . . . 2-3-28
Engine Fuel Control Units . . . . . . . . . . . 2-3-6
Engine Interstage Air Bleed . . . . . . . . . 2-3-27
Engine Power Control System . . . . . . . 2-3-4
Engine Rating and Power Level Limits 5-10
General . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3-2
Oil Supply System . . . . . . . . . . . . . . . . . 2-3-13
Normal Engine Beep Trim Switches . . 2-3-9
Speed Governing . . . . . . . . . . . . . . . . . . 2-3-7
ENVIRONMENTAL RESTRICTIONS
Bypass Panel Removal
Requirement . . . . . . . . . . . . . . . . . . . T 5-7-1
Engine Inlet Screen Limitation . . . . . . . 5-7-1
Flight in Ice . . . . . . . . . . . . . . . . . . . . . . . . 5-7-3
Flight Under Instrument Meteorological
Conditions (IMC) . . . . . . . . . . . . . . . . 5-7-2
Operation With Skis . . . . . . . . . . . . . . . . 5-7-5
Thunderstorm Operation . . . . . . . . . . . . 5-7-4
Equipment Loading and Unloading . . . 6-6–27
Equivalent Oils and Hydraulic Fluids . . . 2-15-2
ERFS
Extended Range Fuel System
(ERFS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-7-6
Extended Range Fuel System (ERFS)
Weight and Balance Data . . . . . . . . . T 6-6--1
Extended Range Fuel System (ERFS), ERFS
II and FARE Kit
Weight and Balance Data . . 6-6-63, F 6-44
Restraint System Limits . . . . . . . . . . . . . 6-88
Extended Range Fuel System . . . . . . . . . 4-4-1
ERFS II
Extended Range Fuel System II . . . . . . . . 4-4-2
Extended Range Fuel System II
(ERFS II) . . . . . . . . . . . . . . . . . . . . . . . . . . 5-9-7
Extended Range Fuel System II (ERFS II)
Weight and Balance Data . . . . . . . . . T 6-6--2
Erfs II Fuel Control Panel . . . 4-4-6, F 4-4-2
Restraint System . . . . . . . . . . . . . . . . . . 4-4-5
Breaking Loads of Self Sealing
Breakaway Valves . . . . . . . . . . . . . . 6-6--65
ERFS Fuel System Schematic . . . . F 4-4-3
ERFS II Fuel Tank . . . . . . . . . . . . . . . F 4-4-1
ERFS II Tank Capacity . . . . . . . . . . . . . 7-1-9
Amount of Unusable Fuel . . . . . . . 7-1-10
Fuel Transfer to Helicopter
Main Tanks . . . . . . . . . . . . . . . . . . . 4-4-7
Fuel Transfer Rate‘ . . . . . . . . . . . . 7-1-11
Fuel Tank Assembly . . . . . . . . . . . . . . . 4-4-4
ERFS Capabilities . . . . . . . . . . . . . . . . . . 4-4-3
ERFS II Performance Data . . . . . . . . . . 7-1-8
Forward Area Refuel (FARE)
Kit Assembly . . . . . . . . . . . . . . . . . . . . . . 4-4-8
FARE Transfer . . . . . . . . . . . . . . . . . . . . . 4-4-9
Exterior Lights . . . . . . . . . . . . . . . . . . . . F 2-13-1
External Cargo Airspeed Limits . . . . . . . . 5-5-4
TM 1-1520-240-10
Subject Paragraph, Figure,
Table Number
External Cargo Moments Chart . . . . . . F 6-6-6
EXT PWR Caution . . . . . . . . . . . . . . . . . . 2-11-5
External Power Receptacles . . . . . . . . F 2-11-1
F
FADEC Description . . . . . . . . . . . . . . . . . . 2-3-29
FADEC Panel 714A . . . . . . . . 2-3-32, F 2-3-6
FADEC BIT Fault Code List /Matrix . T 2-3-1
FARE Transfer . . . . . . . . . . . . . . . . . . . . . . . 4-4-9
FIRE DETR Switch . . . . . . . . . . . . . . . . . . . 2-2-5
FIRE PULL Handles . . . . . . . . . . . . . . . . . . 2-2-3
First Aid Kits . . . . . . . . . . . . . . . . . . . . . . . . . 2-2-9
Flare Dispenser M-130 . . . . . . . . . . . . . . . 4-1-8
Controls and Function, Flare Dispenser
System (M-130) . . . . . . . . . 4-1-11, F 4-1-6
Dispenser Control Panel . . . . . . . . . . . . 4-1-9
Dispenser Status Panel . . . . . . . . . . . . 4-1-10
Flare Dispenser M-130 . . . . . . . . . . . . F 4-1-8
Normal Operation – M130 Flare
Dispenser . . . . . . . . . . . . . . . . . . . . . . 4-1-12
Preflight . . . . . . . . . . . . . . . . . . . . . . . 4-1-13
In-Flight Operations . . . . . . . . . . . . . 4-1-14
Before Landing Check . . . . . . . . . . . 4-1-15
After Landing Check . . . . . . . . . . . . . 4-1-16
FLIGHT CHARACTERISTICS . . . . . . . . . 9-1-7
AFCS Off-Flight Characteristics . . . . . . 8-3-2
General . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-3-1
Flight Control System . . . . . . . . . . . . . . . . . 2-5-1
Advanced Flight Control
System (AFCS) . . . . . . . . . . . . . . . . . . . 2-5-7
AFCS Trim Switch . . . . . . . . . . . . . . . . . . 2-5-5
CENTERING DEVICE RELEASE
Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-5-4
CYCLIC Stick . . . . . . . . . . . . . . . . . . . . . . 2-5-3
Cyclic Stick Grip . . . . . . . . . . . . . . . . . F 2-5-2
Directional Pedals . . . . . . . . . . . . . . . . . . 2-5-6
THRUST CONT Lever . . . . . . . . . . . . . . 2-5-2
Thrust Control Lever . . . . . . . . . . . . . . F 2-5-1
Flight Controls Hydraulic Systems
Accumulators . . . . . . . . . . . . . . . . . . . . 2-15-19
Flight in Ice . . . . . . . . . . . . . . . . . . . . . . . . . . 5-7-3
FLIGHT INSTRUMENTS
Airspeed Indicator . . . . . . . . . . . . . . . . . 2-14-5
Altimeter . . . . . . . . . . . . . . . . . . . . . . . . . 2-14-6
AIMS Altimeter . . . . . . . . . . . . . . . . F 2-14-2
General . . . . . . . . . . . . . . . . . . . . . . . . 2-14-1
In Flight Operation – Altimeter . . . . . 2-14-8
Preflight Operation – Altimeter . . . . 2-14-7
Attitude Indicator . . . . . . . . . . . . . . . . 2-14-16
CHRONOMETER . . . . . . . . . . . . . . . 2-14-21
Chronometer . . . . . . . . . . . . . . . . . F 2-14-4
Normal Operation –
CHRONOMETER . . . . . . . . . . . . 2-14-22
Setting ET . . . . . . . . . . . . . . . . . . . . 2-14-25
Setting GMT . . . . . . . . . . . . . . . . . . 2-14-23
Setting LT . . . . . . . . . . . . . . . . . . . . 2-14-24
Test Mode . . . . . . . . . . . . . . . . . . . . 2-14-26
Cruise Guide Indicator System . . . . . . 2-14-2
CGI TEST Switch . . . . . . . . . . . . . . . 2-14-4
CRUISE GUIDE Indicator . . . . . . . . 2-14-3
Index-7
TM 1-1520-240-10
Subject Paragraph, Figure,
Table Number
Cruise Guide Indicator . . . . . . . . . F 2-14-1
Free Air Temperature Gauge . . . . . 2-14-20
General . . . . . . . . . . . . . . . . . . . . . . . . . . 2-14-1
Magnetic Compass . . . . . . . . . . . . . . 2-14-19
Master Caution System . . . . . . . . . . 2-14-27
Master Caution System 712 . . . . . F 2-14-5
Master Caution Panel 712 . Master
Caution/Advisory Panel 714A . 2-14-28
Master Caution/Advisory
Panel 714A . . . . . . . . . . . . . . . . . F 2-14-6
Master Caution Panel
Capsules 712 . . . . . . . . . . . . . . . T 2-14-1
Master Caution/Advisory
Panel Capsules 714A . . . . . . . . T 2-14-2
Pilot and Copilot Attitude Indicator
(VGI) Switch . . . . . . . . . . . . . . . . . . . 2-14-17
Radar Altimeter (AN/APN-209) . . . . F 2-14-3
Radar Altimeter (AN/APN-209A) . . . . 2-14-9
Controls and Function, Radar Altimeter
(AN/APN-209A) . . . . . . . . . . . . . . 2-14-10
Normal operation – Radar Altimeter
(AN/APN-209A) . . . . . . . . . . . . . . . 2-14-11
Turn and Slip Indicator
(4-Minute Type) . . . . . . . . . . . . . . . . . 2-226
VERTICAL SPEED Indicator . . . . 2-14-15
Flight Under Instrument Meteorological
Conditions (IMC) . . . . . . . . . . . . . . . . . . . . 5-7-2
Floodlights . . . . . . . . . . . . . . . . . . . . . . . 2-13-21
FLOOD SWITCHES . . . . . . . . . . . . . . . 2-13-22
FORM Light Switches . . . . . . . . . . . . . . . 2-13-4
Formation Lights . . . . . . . . . . . . . . . . . . . . 2-13-3
Forms and Records . . . . . . . . . . . . . . . . . 1-1-11
Forward Area Refuel (FARE)
Kit Assembly . . . . . . . . . . . . . . . . . . . . . . . 4-4-8
Forward Transmission Oil Level
Check Lights . . . . . . . . . . . . . . . . . . . . . 2-13-28
Forward And Aft
Cargo Hooks . . . . . . . . . . . . . . . 4-3-10, F 4-3-14
Forward and Aft Cyclic Trim indicators . . 2-5-4
Free Air Temperature Gauge . . . . . . . . 2-14-20
FUEL/OIL
Fuel and Oil Data . . . . . . . . . . . . . . . . . . . . 6-3-1
Fuel Moment Chart . . . . . . . . . . . . . . . . F 6–2
Fuel Weight and Moment . . . . . . . . . . . . 6-3-2
Oil Data . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-3-3
FUEL CELL SHUTOFF VALVE
TEST Switches . . . . . . . . . . . . . . . . . . . . 2-4-15
FUEL FLOW
Conditions . . . . . . . . . . . . . . . 7-10-3, 7A-10-3
Description . . . . . . . . . . . . . . 7-10-1, 7A-10-1
Idle Fuel Flow Chart . . . F 7-10-1, F7A-10-1
Single Engine Fuel
Flow Chart . . . . . . . . . . F 7-10-2, F7A-10-2
Use of Chart . . . . . . . . . . . . . 7-10-2, 7A-10-2
FUEL Flow Indicators . . . . . . . . . . . . . . . . . 2-4-9
Fuel Flow Indicators . . . . . . . . . . . . . . . . F 2-4-5
Fuel Limitations . . . . . . . . . . . . . . . . . . . . . . 5-3-8
Fuel Moment Chart . . . . . . . . . . . . . . . . . F 6-3-1
Index-8
Subject Paragraph, Figure,
Table Number
Fuel Supply System . . . . . . . . . . . . . . . . . . 2-4-1
Controls and Indicators . . . . . . 2-4-3, 2-4-11
Engine Fuel Valves, Sta. 498 . . . . . . F 2-4-2
FUEL CONTR Panel . . . . . . . . . . . . . . . . 2-4-4
Fuel Control Panel . . . . . . . . . . . . . . . F 2-4-1
Fuel Flow Indicator . . . . . . . . . . . . . . . F 2-4-5
Fuel Flow Indicators . . . . . . . . . . . . . . . . 2-4-9
Fuel Quantity Indicator and Selector . . 2-4-7
Fuel Quantity Indicator and Selector
Switch . . . . . . . . . . . . . . . . . 2-4-14,F 2-4-4
Fuel System Cautions . . . . . . . . . . . . . . 2-4-8
Fuel Tanks . . . . . . . . . . . . . . . . . . . . . . . . 2-4-2
ERFS II Fuel Tank . . . . . . . . . . . . . . . . F 4-39
Fuel Tank Assembly . . . . . . . . . . . . 4-4-4
Fuel Valves . . . . . . . . . . . . . . . . . . . . . . . . 2-4-5
Fuel Valve Warning Light, Sta. 500 . F 2-4-3
Manual Defueling Valve . . . . . . . . . . . . . 2-4-6
Fuel Types . . . . . . . . . . . . . . . . . . . . . . . . . 2-15-3
G
Gas Producer Tachometer . . . . . . . . . . . 2-3-18
General Arrangement . . . . . . F FO-1 (Sheet 1)
Generator Control Switches . . . . . . . . . . 2-11-3
GEN OFF Cautions . . . . . . . . . . . . . . . . 2-11–4
GND Switch . . . . . . . . . . . . . . . . . . . . . . . . . 2-9-8
Gravity Refueling . . . . . . . . . . . . . . . . . . . 2-15-7
Gross Weight . . . . . . . . . . . . . . . . . . . . . . . . 2-1-2
Ground Handling (Towing) . . . . . . . . . . . 2-15-21
Ground Operation Limitations . . . . . . . . . . 5-6-4
Gyromagnetic Compass Set
(AN/ASN-43) . . . . . . . . . . . . . . . . . . . . , F 3-3-8
Controls and Function, Gyromagnetic
Compass Set
(AN/ASN-43) . . . . 3-3-9, F 3-3-3, F 3-14
Directional Gyro
(CN-998/ASN-43) . . . . . . . . . . . . . . . F 3-3-4
Gyromagnetic Compass Set Control
Panel . . . . . . . . . . . . . . . . . . . . . . . . . . F 3-3-3
Operating Procedures – Gyromagnetic
Compass Set . . . . . . . . . . . . 3-3-10, F 3-3-3
H
Hand Fire Extinguishers . . . . . . . . . . . . . . 2-2-6
Hazardous Cargo . . . . . . . . . . . . . . . . . . . 6-6-38
Heading Hold . . . . . . . . . . . . . . . . . . . . . . . . 2-5-9
Heading Select . . . . . . . . . . . . . . . . . . . . . 2-5-12
Heads Up Display (AN/AVS-7) System . 4-1-27
Heads Up Display (AN/AVS-7) . . . . . . . F 4-1-8
Adjustment of Barometric Altitude,
Pitch, and Roll . . . . . . . . . . . . . . . . . . . 4-1-37
CH-47D HUD Master Mode Symbology
Display . . . . . . . . . . . . . . . . . . . . . . . . . . F 4-1-9
Controls and Function,Converter Control
Unit . . . . . . . . . . . . . . . . . . . . . . 4-1-28, F 4-1-8
Display Modes . . . . . . . . . . . . . . . . . . . . . . 4-1-31
Display Unit . . . . . . . . . . . . . . . . . . . . . 4-1-31
Displayed System Faults . . . . . . . . . . . . . 4-1-35
Emergency Egress . . . . . . . . . . . . . . . . . . 4-1-40
In-flight Operation . . . . . . . . . . . . . . . . . . . 4-1-38
Modes of Operation . . . . . . . . . . . . . . . . . 4-1-30

Subject Paragraph, Figure,
Table Number
Operation HUD . . . . . . . . . . . . . . . . . . . . . 4-1-32
Operator Self Test (BIT) . . . . . . . . . . . . . . 4-1-34
Pilot/Copilot HUD Control
(MUST CONT Lever) . . . . . . . . . . . . . 4-1–29
Programming Procedures . . . . . . . . . . . . 4-1-36
Starting Procedure . . . . . . . . . . . . . . . . . . 4-1-33
Symbol Generator Test Mode . . . . . . . . . 4-1-10
System Shutdown Procedure . . . . . . . . . 4-1-39
Heater Normal Operation . . . . . . . . . . . . . . 8–4-4
Alternate Operation - Heating and
Ventilating System . . . . . . . . . . . . . . . . . . 8-4-5
Normal Operation - Heating and
Ventilating System . . . . . . . . . . . . . . . . . . . 8-4-4
Heater Overheat Condition . . . . . . . . . . . . 8-4-7
Vibrator Contact Failure . . . . . . . . . . . . . . . 8-4-6
Heater and Ventilating System . . . . . . . . . . . . . . 2-10-1
Air Control Handles . . . . . . . . . . . . . . . . . 2-10-4
Cabin Heat Controls . . . . . . . . . . . . . . . . . 2-10-6
Cockpit Air Knob . . . . . . . . . . . . . . . . . . . . 2-10-3
Heater Caution . . . . . . . . . . . . . . . . . . . . . 2-164
HTG Panel . . . . . . . . . . . . . . . . 2-10-2, F 2-10-1
712 Height Velocity Diagram for Safe Landing
After Single-Engine Failure . . . . . . . . . . . . F 9-1-4
714A Height Velocity Diagram for Safe Landing
After Single-Engine Failure . . . . . . . . . . . . F 9-1-6
Helicopter Internal Cargo
Handling System (HICHS) . . . . . . . . . . 4-3-19
Fixture Configuration . . . . . . . . . . . F 4-3-16
Hatch Access . . . . . . . . . . . . . . . . . . . 4-3-22
HICHS Cargo Types . . . . . . . . . . . . . 4-3-20
HICHS with 463 L Palletized . . . . F 4-3-15
Internal Cargo Handling System . . . F 4-37
Load Configuration and
Sequence . . . . . . . . . . . . . . . . . . . . . 4-3-24
System Configurations . . . . . . . . . . . 4-3-21
System Stowage . . . . . . . . . . . . . . . . 4-3-23
Tiedown Fittings HICHS . . . . . . . . F 4-3-18
Helicopter Security (Typical) . . . . . . . . 2-15-25
Helicopter Description . . . . . . . . . . . . . . . . 1-1-2
HF Radio Set AN/ARC-220 . . . . . . . 3-2-21
Control/Display Panel, HF Radio Set
(AN/ARC-220) . . . . . . . . . . . . . . . . F 3-2-8
Controls and Function, HF Radio Set
(AN/ARC-220) . . . . . . . . . . . . . . . . . 3-2-22
Display Lines, HF Radio Set
(AN/ARC-220) . . . . . . . . . . . . . . . . . 3-2-23
Operating Modes/Functions HF
Radio Set (AN/ARC-220) 3-2-24, F 3-2-8
High Density Loads . . . . . . . . . . . . . . . . . . . . . . .
HICHS with 463 L Palletized . . . . . . F4-32
Internal Cargo Handling System . F4-3-17
Load Configuration and Sequence F4-3-24
System Configurations . . . . . . . . . . . 4-3-21
System Stowage . . . . . . . . . . . . . . . . 4-3-23
Tiedown Fittings HICS . . . . . . . . . F4-3-18
Helicopter Security (Typical) . . . . . . . . 2-15-25
Helicopter
Hoist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-2-5
Hoisting System . . . . . . . . . . . . . 4-3-5, F 4-3-9
Auxiliary Control Panel (Station 95) F 4-3-4
TM 1-1520-240-10
Subject Paragraph, Figure,
Table Number
Hoist Control Panel . . . . . . . . . . . . . F 4-3-3
Hoist Control Valve and Hoist Control
Shutoff Valve . . . . . . . . . . . . . . . . F 4-3-10
Hoist Operator’s Panel
(Station 320) . . . . . . . . . . . . . . . . . . F 4-3-8
Overhead Cable Cutter
Receptacle . . . . . . . . . . . . . . . . . . . F 4-3-6
Static Line Retriever . . . . . . . . . . . . . . 4-3-6
Static Line Retriever System . . . . F 4-3-11
Winch/Hoist Control Gri . . . . . . . . . . F 4-28
Hook loaded Advisory Lights . . . . . . . . . . 4-68
Horizontal Situation Indicator (HSI) . . . . 3-3-33
Controls and Indicators – Horizontal
Situation Indicators . . . . . 3-3-34, F 3-3-6
Horizontal Situation Indicator Mode
Select Panel . . . . . . . . . . . . . . . . . . F 3-3-6
Horizontal Situation Indicator Mode
Select . . . . . . . . . . . . . . . . . 3-3-35, F 3-3-6
Hover Ceiling . . . . . . . . . . . . . . . . . . . . . . F 7-5-2
Conditions . . . . . . . . . . . . . . . . . . . . . . . 7-6-3
DESCRIPTION . . . . . . . . . . . . . . . . . . . 7-6-1
Use of Chart . . . . . . . . . . . . . . . . . . . . . 7-6-2
Hover Chart . . . . . . . . . . . . . . . . . . . . . . . F 7-5-1
Conditions . . . . . . . . . . . . . . . . . . . . . . . 7-5-3
DESCRIPTION . . . . . . . . . . . . . . . . . . . 7-5-1
Use of Chart . . . . . . . . . . . . . . . . . . . . . 7-5-2
Hover . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-2-26
HYDRAULIC SYSTEMS
BRK STEER Isolation Switch . . . . . . 2-6-7
EMERG UTIL PRESS Controllable
Check Valve . . . . . . . . . . . . . . . . . . 2-6-11
Flight Control Systems . . . . . . . . . . . . 2-6-2
FLT CONTR Switch . . . . . . . . . . . . . . . 2-6-3
Hydraulic Power Supply System . . . . 2-6-1
Hydraulic Pressure Cautions . . . . . . 2-6-12
Hydraulic Pressure Indicators . . . . . 2-6-13
Hydraulics Control Panel . . . . . . . . F 2-6-1
Hydraulic System Service Module . . 2-6-9
PWR XFER Switches . . . . . . . . . . . . . 2-6-5
Utility Hydraulic System . . . . . . . . . . . 2-6-4
Utility System Hand Pump . . . . . . . . 2-6-10
Hydraulic Systems Accumulator
Precharge . . . . . . . . . . . . . . . . . . . . . . 2-15-18
Hydraulic Systems Fluid Servicing . . . 2-15-17
Hydraulic Systems Servicing . . . . . . . 2-15-16
I
ICE AND RAIN . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-4-31
Approach and Landing . . . . . . . . . . . . . . . 8-4-37
Before Takeoff . . . . . . . . . . . . . . . . . . . . . . 8-4-35
During Flight . . . . . . . . . . . . . . . . . . . . . . . 8-4-36
Exterior Inspection . . . . . . . . . . . . . . . . . . 8-4-33
Ice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-4-32
Rain . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-4-38
Taxiing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-4-34
Ignition Lock Switch . . . . . . . . . . . . . . . . . . . . . . . 2-3-16
Index . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1-8
Installation of Helicopter Security
Devices (Typical) . . . . . . . . . . . . . . . . . . . . . . 2-15-6
Instrument Flight Procedures . . . . . . . . . . . . . . . . . 8-45
Instrument Flight – General . . . . . . . . . . . . . . . . . . . 8-44
Index-9
TM 1-1520-240-10
Subject Paragraph, Figure,
Table Number
Instrument Glass Alignment . . . . . . . . . . . . . . . . . 5-2-3
Instrument Marking Color Codes . . . . . . . . . . . . . 5-2-1
Instrument Markings . . . . . . . . . . . . . . . . . 5-2-1, F 5-2-1
Instrument and Control Panels . . . . . . . . . . . . . . . 2-1-11
Canted Console (Typical) . . . . . . . . . . . F 2-1-6
Center Console with XM-130
Countermeasures (Typical) . . . . . . . . . F 2-1-5
Center Instrument Panel
(Typical) 712 . . . . . . . . . . . . . . . . . . . . F2-1-8
Center Instrument Panel 714A . . . . . F 2-1-12
Copilot Instrument Panel
(Typical) 712 . . . . . . . . . . . . . . . . . . . . F 2-1-7
Copilot Instrument Panel
(Typical) 714A . . . . . . . . . . . . . . . . . . F 2-1-11
Overhead Switch Panel (Typical)
(Interim NVG) 712 . . . . . . . . . . . . . . F 2-1-10
Overhead Switch Panel 714A . . . . . . F 2-1-14
Pilot Instrument Panel
(Typical) 712 . . . . . . . . . . . . . . . . . . . . F 2-1-9
Pilot Instrument Panel
(Typical) 714A . . . . . . . . . . . . . . . . . . F 2-1-13
Internal Cargo Handling System
Weight and Balance . . . . . . . . . . . . . . . T 6-5-2
Internal Cargo Moments Chart . . . . . . . . . . . . . . F 6-6-5
INTRODUCTION
Aircraft Designation System . . . . . . . . . . 1-1-13
Appendix A, Reference . . . . . . . . . . . . . . . 1-1-5
Appendix B, Reference . . . . . . . . . . . . . . . 1-1-6
Appendix C, Conditional Inspections . . . . 1-1-7
Army Aviation Safety Program . . . . . . . . . 1-1-9
Change Symbol Explanation . . . . . . . . . . 1-1-12
Destruction of Army Material to Prevent
Enemy Use . . . . . . . . . . . . . . . . . . . . . . . 1-1-10
Forms and Records . . . . . . . . . . . . . . . . . 1-1-11
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1-1
Helicopter Description . . . . . . . . . . . . . . . . 1-1-3
Introductory Material . . . . . . . . . . . . . . . . . . 1-1-4
Index . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1-8
Series and Effectivity Codes . . . . . . . . . . 1-1-14
Use of “Shall, Should and May” . . . . . . . 1-1-15
WARNINGS, CAUTIONS, AND
NOTES DEFINED . . . . . . . . . . . . . . . . . . 1-1-2
Interphone System (C-6533/ARC) . . . . . . . . . . . . . 3-2-1
Controls and Function, Interphone Control
(C-6533/ARC) . . . . . . . . . . . . . . . 3-2-2. F 3-2
Interphone Control (C-6533/ARC) . . . . F 3-2-2
Interphone Stations . . . . . . . . . . . . . . . . F 3-2-1
J Seat and Litter Arrangement Data . . . . . T 6-4-1
JP-4 Equivalent Fuel . . . . . . . . . . . . . . T 2-15-3
JP-5 and JP-8 Equivalent Fuel . . . . . . T 2-15-4
K Compartment Loading . . . . . . . . . . . . . . . . . 6-6-43
Key Loading Procedures
(TSEC/KY-100, Z-AVH) . . . . . . . . . . . . . . . . 3-32
L Vehicle Loading . . . . . . . . . . . . . . . . . . . . . 6-6--45
Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-2-32
Landing from a Hover to Water . . . . . . . . . . . . . 8-2-33
Index-10
Subject Paragraph, Figure,
Table Number
Landing Gear System . . . . . . . . . . . . . . . . . . . . . . 2-1-3
Landing Gear Proximity Switches . . . . . . . . 2-1-4
Steering and Swivel Lock System . . . . . . . . 2-1-5
Steering Control Panel . . . . . . . . . . . . . . . . . 2-1-6
Landing in Snow . . . . . . . . . . . . . . . . . . . . . . . . . 8-4-14
LIGHTING
ANTI-COL Light Switches . . . . . . . . . . . . . . 2-13-6
Anticollision Lights . . . . . . . . . . . . . . . . . . . . 2-13-5
CABIN AND RAMP LIGHTS Switches . 2-13-25
Cabin And Ramp Lights . . . . . . . . . . . . . 2-13-24
Cabin Lighting and Controls . . . . . . . . . . F 2-13-4
Canted and Center Console Lights . . . . 2-13-16
Cargo Hook Lights . . . . . . . . . . 2-13-30, F 2-13-4
Center instrument Panel Lights . . . . . . . 2-13-14
CTR INST Switch . . . . . . . . . . . . . . . . . . . 2-13-15
Dome Lights . . . . . . . . . . . . . . . . . . . . . . . 2-13-18
DOME Switch . . . . . . . . . . . . . . . . . . . . . . 2-13-19
Emergency Exit Lighting . . . . . . . . . . . . . 2-13-26
Emergency Exit Light . . . . . . . . . . . . . . . F 2-13-3
EMER EXIT Switch . . . . . . . . . . . . . . . . . 2-13-27
Emergency Floodlights . . . . . . . . . . . . . . 2-13-23
Exterior Lights . . . . . . . . . . . . . . . . . . . . . . F 2-13-1
Floodlights . . . . . . . . . . . . . . . . . . . . . . . . . 2-13-21
FLOOD Switches . . . . . . . . . . . . . . . . . . . 2-13-22
FORM Light Switches . . . . . . . . . . . . . . . . . 2-13-4
Formation Lights . . . . . . . . . . . . . . . . . . . . . 2-13-3
Forward Transmission Oil Level Check
Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-13-28
LTG Panel . . . . . . . . . . . . . . . . . . . . . . . . . 2-13-17
Oil Level Check light Switch . . . . . . . . . . 2-13-29
Overhead Switch Panel Lights . . . . . . . . 2-13-10
OVHD CSL Switch . . . . . . . . . . . . . . . . . . . 2-13-11
Pilot and Copilot Instrument
Panel Lights . . . . . . . . . . . . . . . . . . . . . . 2-13-12
Pilot and Copilot Utility Lights . . . . . . . . 2-13-20
PLT and CPLT INST Switches . . . . . . . . . . 2-191
Position Lights . . . . . . . . . . . . . . . . . . . . . . . 2-13-1
Position Light Switches . . . . . . . . . . . . . . . . 2-13-2
SEARCH LIGHT Position Switch . . . . . . . 2-13-9
SLT-FIL Switch . . . . . . . . . . . . . . . . . . . . . . . 2-13-8
SRCHLT CONTR Switch . . . . . . . . . . . . . . 2-13-7
Litter Arrangement . . . . . . . . . . . . . . . . . . . . . . . . 6-4-9
Combination Seat and
Litter Arrangement . . . . . . . . . . . . . . . . . . . . 6-4-13
Litter Installation . . . . . . . . . . . . . . . . . . . . . F 6-4-5
Litter Loading . . . . . . . . . . . . . . . . . . . . . . . . 6-4-12
Litter Patient Moments . . . . . . . . . . . . . . . F 6-4-2
Litter Poles and Straps . . . . . . . . . . . . . . . . 6-4-11
Litter Support Brackets . . . . . . . . . . . . . . . . 6-4-10
Loading Clearances . . . . . . . . . . . . . . . . . . . . F 6-6-16
Load Dumping From Ramp . . . . . . . . . . . . . . . . 6-6-62
Load Planning . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-6-42
Shoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-6-46
Station Loading . . . . . . . . . . . . . 6-6-44, F 6-6-13
Stowage Locations . . . . . . . . . . . . . . . . . . . F 6-18
LOADING LIMITS
Cargo Hook Limitations . . . . . . . . . . . . . . . . . 5-4-3
Center-of-Gravity Limitations . . . . . . . . . . . . 5-4-1

Subject Paragraph, Figure,
Table Number
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-4-1
Maximum Gross Weight . . . . . . . . . . . . . . . . 5-4-2
Winch/Rescue Hoist Limitations . . . . . . . . . 5-4-4
Loading Sequence . . . . . . . . . . . . . . . . . . . . . . 6-6--56
Loading Sequence Configuration . . . . . . T6-6--3
Miscellaneous Cargo . . . . . . . . . . . . . . . . . 6-6--60
Mixed Cargo . . . . . . . . . . . . . . . . . . . . . . . . 6-6--61
Personnel . . . . . . . . . . . . . . . . . . . . . . . . . . 6-6--59
Strength Areas . . . . . . . . . . . . . . . . . . . . . . . . 6-6-7
Warehouse Pallets . . . . . . . . . . . . . . . . . . . 6-6--57 .
Wheeled Vehicles . . . . . . . . . . . . . . . . . . . 6-6--58
Loading With Ramp Down
(Forklift Loading) . . . . . . . . . . . . . . . . . . F 6-6--14
Loading With Ramp in Level Position . . . . F 6-6--15
Longitudinal Cyclic Trim System . . . . . . . . . . . . 2-5-13
Longitudinal Cyclic Trim (LCT) Actuator
Airspeed Limits . . . . . . . . . . . . . . . . . . . . . . . 5-5-5
Low Density Loads . . . . . . . . . . . . . . . . . . . . . . . . 8-3-4
LTG Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-13-17
M Crew Briefing . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1-4
Machine Gun . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-2-2
Machine Gun Controls . . . . . . . . . . . . . . . . . 4-2-4
Machine Gun M60D . . . . . . . . . . . . . . . . . . F 4-2-2
Machine Gun positioned on Pintle – Left
Side Shown . . . . . . . . . . . . . . . . . . . . . . . . . . 4-2-9
Machine Gun Stowed on Right Mount . . . . 4-2-6
Magnetic Compass . . . . . . . . . . . . . . . . . . . . . 2-14-19 .
Main Cabin Door . . . . . . . . . . . . . . . . . . . . . . . . . 2-1-13
MAINTENANCE PANEL . . . . . . . . . . . . . . . . . . . 2-9-3
MANEUVERING LIMITS
Aerobatics Prohibition . . . . . . . . . . . . . . . . . . . . 5-6-1
Bank Angle Limitations . . . . . . . . . . . . . . . . . F 5-6-1
Bank Limitations . . . . . . . . . . . . . . . . . . . . . . . . . 5-6-2
Ground Operation Limitations . . . . . . . . . . . . . 5-6-4
Landing Limitations . . . . . . . . . . . . . . . . . . . . . . 5-6-3
Manual Defueling Valve . . . . . . . . . . . . . . . . . . 2-4-6
Manual Release System . . . . . . . . . . . . . . . . . . 4-3-12
Map and Data Case . . . . . . . . . . . . . . . . . . . . . . 2-9-10
Marker Beacon Indicator . . . . . . . . . . . . . . . . . . T 3-3-1
Master Caution System . . . . . . . . . . . . . . . . . . 2-14-27
Master Caution System 712 . . . . . . . . . . . . . F 2-14-5
Master Caution Advisory Panel 714A . . . . . F 2-14-6
CAUTION LT Panel . . . . . . . . . . . . . . . . . . . . .
MASTER CAUTION Lights . . . . . . . . . . . . . 2-14-29
712 Master Caution Panel 714A . . . . . . . 2-14-28
Master Caution Panel Capsules 712 . . . T 2-14-1
Master Caution Advisory Panel
Capsules 714A . . . . . . . . . . . . . . . . . . . T 2-14-2
Maximum Glide Distance – Power Off . . . . . . 9-1-9
Maximum Glide Distance/Minimum Rate of
Descent in Autorotation . . . . . . . . . . . F 9-1-7
Maximum Gross Weight . . . . . . . . . . . . . . . . . . 5-4-2
Maximum Torque Available
(10-Minute Operation) . . . . . . . . . . . . 7-3-1, F 7-3-1
Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-3-2
TM 1-1520-240-10
Subject Paragraph, Figure,
Table Number
Use of Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-3-3
Maximum Torque Available
(30-Minute Operation) . . . . . . . . . . . . 7-3-1, F 7-3-1
Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-3-6
Use of Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-3-5
Minimum Crew Requirement . . . . . . . . . . . . . . . . . 5-1-3
Minimum Rate of Descent – Power Off . . . . . . . . 9-1-8
Mission Equipment Checks . . . . . . . . . . . . . . . . . . 8-2-2
Mission Equipment . . . . . . . . . . . . . . . . . . . . . . . . . 6-5-1
EAPS System Weight and Balance . . . . . . . . . . . 6-5-2
EAPS Module/Engine Screen
Weight and Balance . . . . . . . . . . . . . . . . . . . . . . T 6-5-1
Engine Air Particle Separator System
Weight and Balance . . . . . . . . . . . . . . . . . . . . . T 6-5-3
Internal Cargo Handling System
Weight and Balance . . . . . . . . . . . . . . . . . . . . . . . T 6-5-2
Mission Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . 6-5-1
Mission Equipment Weights and Moments . . F 6-5-1
Mission Planning . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1-1
Aviation Life Support Equipment (ALSE) . . . . . 8-1-2
Crew Duties/Responsibilities . . . . . . . . . . . . . . . 8-1-3
Passenger Briefing . . . . . . . . . . . . . . . . . . . . . . . 8-1-5
Mooring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-15-23
Multi-Hook Loads . . . . . . . . . . . . . . . . . . . . . . . . . . 8-3-7
N
Night Flying . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-2-41
Normal Engine Beep Trim Switches . . . . . . . . . . 2-3-9
No Step, No Handhold, and
Walkway Areas . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-15-1
O
Oil Level Check Light Switch . . . . . . . . . . . . . . . 2-13-29
OPERATING LIMITS AND RESTRICTIONS
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1-2
Minimum Crew Requirement . . . . . . . . . . . . . . . 5-1-3
Purpose . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1-1
Operating Procedures And Maneuvers . . . . . . . . 8-2-1
Checklist . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-2-4
Mission Equipment Checks . . . . . . . . . . . . 8-2-2
Symbols Definitions . . . . . . . . . . . . . . . . . . 8-2-3
Operation With Skis . . . . . . . . . . . . . . . . . . . . 5-7-5
Operational PTIT Limits,
T55-L-712 Engines . . . . . . . . . . . . . . . . . F 5-3-1
Overhead Cable Cutter Receptacle . . . . F 4-3-6
Overhead Switch Panel Lights . . . . . . . . 2-13-10
Overhead Switch Panel 712 . . . . . . . . F 2-1-10
Overhead Switch Panel 714A . . . . . . . F 2-1-14
Overhead Switch Panel (Typical NVG) . . . . . . . . .
OVHD CSL Switch . . . . . . . . . . . . . . . . . . . 2-13-11
P
Parking . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-15-22
Parking Brake Handle . . . . . . . . . . . . . . . . . . 2-1-9
Passenger Briefing . . . . . . . . . . . . . . . . . . . . . 8-1-5
Index-11
TM 1-1520-240-10
Subject Paragraph, Figure,
Table Number
712 PERFORMANCE DATA
Data Basis . . . . . . . . . . . . . . . . . . . . . . . . . . 7-1-5
Definitions of Abbreviations . . . . . . . . . . . 7-1-14
General Conditions . . . . . . . . . . . . . . . . . . . 7-1-7
General Data . . . . . . . . . . . . . . . . . . . . . . . 7–1-2
Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-1-3
Performance Discrepancies . . . . . . . . . . 7-1-13
Purpose . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-1-1
Specific Conditions . . . . . . . . . . . . . . . . . . . 7-1-6
Use Of Charts . . . . . . . . . . . . . . . . . . . . . . . 7-1-4
Temperature Conversion Chart . . . . . . . . F 7-1-1
Emergency Torque Available . . . . 7-2-1, F 7-2-1
Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-2-3
EAPS Installed . . . . . . . . . . . . . . . . . . . . . . . 7-2-4
Use of Chart . . . . . . . . . . . . . . . . . . . . . . . . . 7-2-2
Maximum Torque Available
(10 Minute Operation) . . . . . . . . . 7-3-1, F 7-3-1
Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . 7-3-3
Use of Chart . . . . . . . . . . . . . . . . . . . . . . . . . 7-3-2
Maximum Torque Available
(30 Minute Operation) . . . . . . . . . 7-3-4, F 7-3-2
Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . 7-3-6
EAPS Installed . . . . . . . . . . . . . . . . . . . . . . 7-3-7
Use of Chart . . . . . . . . . . . . . . . . . . . . . . . . . 7-3-5
Continuous Torque Available . . . . 7-4-1, F 7-4-5
Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . 7-4-3
EAPS Installed . . . . . . . . . . . . . . . . . . . . . . 7-4-4
Use of Chart . . . . . . . . . . . . . . . . . . . . . . . . . 7-4-2
Hover Chart . . . . . . . . . . . . . . . . . . . . . . . . . F 7-5-1
Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . 7-5-3
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 7-5-1
Use of Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-5-2
Hover Ceiling . . . . . . . . . . . . . . . . . . . . . . . . . . . . F 7-5-2
Takeoff Chart . . . . . . . . . . . . . . . . . . . . . . . . . F 7-6-1
Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-6-3
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 7-5-1
Use of Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-6-2
Cruise Charts . . . . . . . . . . . . . . . . . . . . . . . . . . . F 7-7-2
Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-7-3
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-7-1
Example Cruise Chart . . . . . . . . . . . . . . . . . . . . F 7-7-1
Use of Charts . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-7-2
98 and 100% Rotor RPM, –50°C,
Sea Level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F 7-7-2
98 and 100% Rotor RPM, –40°C,
Sea Level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F 7-7-3
98 and 100% Rotor RPM, –30°C,
Sea Level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F 7-7-4
98 and 100% Rotor RPM, –20°C,
Sea Level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F 7-7-5
100% ROTOR RPM, –10° AND 0°C
Sea Level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F 7-7-6
100% ROTOR RPM, 10° AND 20°C
Sea Level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F 7-7-7
100% ROTOR RPM, 30° AND 40°C
Sea Level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F 7-7-8
100% ROTOR RPM, 50°C Sea Level . . . . . . F 7-7-9
98 and 100% Rotor RPM, –50°C,
2,000 Feet . . . . . . . . . . . . . . . . . . . . . . . . . . . F 7-7-10
Index-12
Subject Paragraph, Figure,
Table Number
98 and 100% Rotor RPM, –40°C,
2,000 Feet . . . . . . . . . . . . . . . . . . . . . . . . . . . F 7-7-11
98 and 100% Rotor RPM, –30°C,
2,000Feet . . . . . . . . . . . . . . . . . . . . . . . . . . . . F 7-7-12
98 and 100% Rotor RPM, –20°C,
2,000 Feet . . . . . . . . . . . . . . . . . . . . . . . . . . . F 7-7-13
100% Rotor RPM, –10° AND 0°C,
2,000 Feet . . . . . . . . . . . . . . . . . . . . . . . . . . . F 7-7-14
100% Rotor RPM, 10° AND 20°C,
2,000 Feet . . . . . . . . . . . . . . . . . . . . . . . . . . . F 7-7-15
100% Rotor RPM, 30° AND 40°C,
2,000 Feet . . . . . . . . . . . . . . . . . . . . . . . . . . . F 7-7-16
100% Rotor RPM, 50°C, 2,000 Feet . . . . . . F 7-7-17
98 and 100% Rotor RPM, –50°C,
4,000 Feet . . . . . . . . . . . . . . . . . . . . . . . . . . . F 7-7-18
98 and 100% Rotor RPM, –40°C,
4,000 Feet . . . . . . . . . . . . . . . . . . . . . . . . . . . . F 7-7-19
98 and 100% Rotor RPM, –30°C,
4,000Feet . . . . . . . . . . . . . . . . . . . . . . . . . . . . F 7-7-20
98 and 100% Rotor RPM, –20°C,
4,000 Feet . . . . . . . . . . . . . . . . . . . . . . . . . . . . F 7-7-21
100% Rotor RPM, –10° AND 0°C,
4,000 Feet . . . . . . . . . . . . . . . . . . . . . . . . . . . . F 7-7-22
100% Rotor RPM, 10° AND 20°C,
4,000 Feet . . . . . . . . . . . . . . . . . . . . . . . . . . . . F 7-7-23
100% Rotor RPM, 30° AND 40°C,
4,000 Feet . . . . . . . . . . . . . . . . . . . . . . . . . . . . F 7-7-24
100% Rotor RPM, 50°C, 4,000 Feet . . . . . . F 7-7-25
98 and 100% Rotor RPM, –50°C,
6,000 Feet . . . . . . . . . . . . . . . . . . . . . . . . . . . F 7-7-26
98 and 100% Rotor RPM, –40°C,
6,000 Feet . . . . . . . . . . . . . . . . . . . . . . . . . . . F 7-7-27
98 and 100% Rotor RPM, –30°C,
6,000Feet . . . . . . . . . . . . . . . . . . . . . . . . . . . F 7-7-28
98 and 100% Rotor RPM, –20°C,
6,000 Feet . . . . . . . . . . . . . . . . . . . . . . . . . . . F 7-7-29
100% Rotor RPM, –10° AND 0°C,
6,000 Feet . . . . . . . . . . . . . . . . . . . . . . . . . . . F 7-7-30
100% Rotor RPM, 10° AND 20°C,
6,000 Feet . . . . . . . . . . . . . . . . . . . . . . . . . . . F 7-7-31
100% Rotor RPM, 30° AND 40°C,
6,000 Feet . . . . . . . . . . . . . . . . . . . . . . . . . . . F 7-7-32
100% Rotor RPM, 50°C, 6,000 Feet . . . . . . F 7-7-33
98 and 100% Rotor RPM, –50°C,
8,000 Feet . . . . . . . . . . . . . . . . . . . . . . . . . . . F 7-7-34
98 and 100% Rotor RPM, –40°C,
8,000 Feet . . . . . . . . . . . . . . . . . . . . . . . . . . . F 7-7-35
98 and 100% Rotor RPM, –30°C,
8,000 Feet . . . . . . . . . . . . . . . . . . . . . . . . . . . F 7-7-36
98 and 100% Rotor RPM, –20°C,
8,000 Feet . . . . . . . . . . . . . . . . . . . . . . . . . . . . F 7-7-3
100% Rotor RPM, –10° AND 0°C,
8,000 Feet . . . . . . . . . . . . . . . . . . . . . . . . . . . F 7-7-38
100% Rotor RPM, 10° AND 20°C,
8,000 Feet . . . . . . . . . . . . . . . . . . . . . . . . . . . F 7-7-39
100% Rotor RPM, 30° AND 40°C,
8,000 Feet . . . . . . . . . . . . . . . . . . . . . . . . . . . F 7-7-40
100% Rotor RPM, 50C°, 8,000 Feet . . . . . . F 7-7-41
98 and 100% Rotor RPM, –50°C,
10,000 Feet . . . . . . . . . . . . . . . . . . . . . . . . . F 7-7-42

Subject Paragraph, Figure,
Table Number
98 and 100% Rotor RPM, –40°C,
10,000 Feet . . . . . . . . . . . . . . . . . . . . . . . . . . F 7-7-4
98 and 100% Rotor RPM, –30°C,
10,000Feet . . . . . . . . . . . . . . . . . . . . . . . . . . F 7-7-44
98 and 100% Rotor RPM, –20°C,
10,000 Feet . . . . . . . . . . . . . . . . . . . . . . . . . F 7-7-45
100% Rotor RPM, –10° AND 0°C,
10,000 Feet . . . . . . . . . . . . . . . . . . . . . . . . . F 7-7-46
100% Rotor RPM, 10° AND 20°C,
10,000 Feet . . . . . . . . . . . . . . . . . . . . . . . . . F 7-7-47
100% Rotor RPM, 30° AND 40°C,
10,000 Feet . . . . . . . . . . . . . . . . . . . . . . . . . F 7-7-48
100% Rotor RPM, 50°C, 10,000 Feet . . . . F 7-7-49
98 and 100% Rotor RPM, –50°C,
12,000 Feet . . . . . . . . . . . . . . . . . . . . . . . . . F 7-7-50
98 and 100% Rotor RPM, –40°C,
12,000 Feet . . . . . . . . . . . . . . . . . . . . . . . . . F 7-7-51
98 and 100% Rotor RPM, –30°C,
12,000Feet . . . . . . . . . . . . . . . . . . . . . . . . . F 7-7-52
98 and 100% Rotor RPM, –20°C,
12,000 Feet . . . . . . . . . . . . . . . . . . . . . . . . . F 7-7-53
100% Rotor RPM, –10° AND 0°C,
12,000 Feet . . . . . . . . . . . . . . . . . . . . . . . . . F 7-7-54
100% Rotor RPM, 10° AND 20°C,
12,000 Feet . . . . . . . . . . . . . . . . . . . . . . . . . F 7-7-55
100% Rotor RPM, 30° AND 40°C,
12,000 Feet . . . . . . . . . . . . . . . . . . . . . . . . . F 7-7-56
100% Rotor RPM, 50°C, 12,000 Feet . . . F 7-7-57
98 and 100% Rotor RPM, –50°C,
14,000 Feet . . . . . . . . . . . . . . . . . . . . . . . . . F 7-7-58
98 and 100% Rotor RPM, –40°C,
14,000 Feet . . . . . . . . . . . . . . . . . . . . . . . . . F 7-7-59
98 and 100% Rotor RPM, –30°C,
14,000Feet . . . . . . . . . . . . . . . . . . . . . . . . . F 7-7-60
98 and 100% Rotor RPM, –20°C,
14,000 Feet . . . . . . . . . . . . . . . . . . . . . . . . F 7-7-61
100% Rotor RPM, –10° AND 0°C,
14,000 Feet . . . . . . . . . . . . . . . . . . . . . . . . F 7-7-62
100% Rotor RPM, 10° AND 20°C,
14,000 Feet . . . . . . . . . . . . . . . . . . . . . . . . F 7-7-63
100% Rotor RPM, 30° AND 40°C,
14,000 Feet . . . . . . . . . . . . . . . . . . . . . . . . F 7-7-64
100% Rotor RPM, 50°C, 14,000 Feet . . . F 7-7-65
98 and 100% Rotor RPM, –50°C,
16,000 Feet . . . . . . . . . . . . . . . . . . . . . . . . F 7-7-66
98 and 100% Rotor RPM, –40°C,
16,000 Feet . . . . . . . . . . . . . . . . . . . . . . . . F 7-7-67
98 and 100% Rotor RPM, –30°C,
16,000Feet . . . . . . . . . . . . . . . . . . . . . . . . . F 7-7-68
98 and 100% Rotor RPM, –20°C,
16,000 Feet . . . . . . . . . . . . . . . . . . . . . . . . F 7-7-69
100% Rotor RPM, –10° AND 0°C,
16,000 Feet . . . . . . . . . . . . . . . . . . . . . . . . . . F 7-70
100% Rotor RPM, 10° AND 20°C,
16,000 Feet . . . . . . . . . . . . . . . . . . . . . . . . F 7-7-71
100% Rotor RPM, 30° AND 40°C,
16,000 Feet . . . . . . . . . . . . . . . . . . . . . . . . F 7-7-72
98 and 100% Rotor RPM, –50°C,
18,000 Feet . . . . . . . . . . . . . . . . . . . . . . . . F 7-7-73
98 and 100% Rotor RPM, –40°C,
18,000 Feet . . . . . . . . . . . . . . . . . . . . . . . . F 7-7-74
TM 1-1520-240-10
Subject Paragraph, Figure,
Table Number
98 and 100% Rotor RPM, –30°C,
18,000Feet . . . . . . . . . . . . . . . . . . . . . . . . . F 7-7-75
98 and 100% Rotor RPM, –20°C,
18,000 Feet . . . . . . . . . . . . . . . . . . . . . . . . F 7-7-76
100% Rotor RPM, –10° AND 0°C,
18,000 Feet . . . . . . . . . . . . . . . . . . . . . . . . F 7-7-77
100% Rotor RPM, 10° AND 20°C,
18,000 Feet . . . . . . . . . . . . . . . . . . . . . . . . F 7-7-78
98 and 100% Rotor RPM, –50°C,
20,000 Feet . . . . . . . . . . . . . . . . . . . . . . . . F 7-7-79
98 and 100% Rotor RPM, –40°C,
20,000 Feet . . . . . . . . . . . . . . . . . . . . . . . . F 7-7-80
98 and 100% Rotor RPM, –30°C,
20,000Feet . . . . . . . . . . . . . . . . . . . . . . . . . F 7-7-81
98 and 100% Rotor RPM, –20°C,
20,000 Feet . . . . . . . . . . . . . . . . . . . . . . . . F 7-7-82
100% Rotor RPM, –10° AND 0°C,
20,000 Feet . . . . . . . . . . . . . . . . . . . . . . . . F 7-7-83
100% Rotor RPM, 10° AND 20°C,
20,000 Feet . . . . . . . . . . . . . . . . . . . . . . . . . . F 7-7-84
Climb – Descent Chart . . . . . . . . . . . . . . . . . . . . F 7–9-1
Climb Performance . . . . . . . . . . . . . . . . . . . . . . F 7-9-2
Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-9-3
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-9-1
Use of Charts . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-9-2
FUEL FLOW
Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-10-3
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-10-1
EAPS Installed . . . . . . . . . . . . . . . . . . . . . . . . . . 7-10-4
Idle Fuel Flow Chart . . . . . . . . . . . . . . . . . . . . F 7-10-1
Single Engine Fuel Flow Chart . . . . . . . . . . . F 7-10-2
Use of Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-10-2
AIRSPEED CALIBRATION
Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-11-3
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-11-1
Airspeed Calibration Chart . . . . . . . . . . . . . F 7-11-1
Use of Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-11-2
714A PERFORMANCE DATA
Data Basis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7A-1-5
Definitions of Abbreviations . . . . . . . . . . . . . . . 7A-1-9
General Conditions . . . . . . . . . . . . . . . . . . . . . . 7A-1-7
General Data . . . . . . . . . . . . . . . . . . . . . . . . . . . 7A-1-2
Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7A-1-3
Performance Discrepancies . . . . . . . . . . . . . . . 7A-1-8
Purpose . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7A-1-1
Specific Conditions . . . . . . . . . . . . . . . . . . . . . . 7A-1-6
Use of Charts . . . . . . . . . . . . . . . . . . . . . . . . . . . 7A-1-4
Temperature Conversion Chart . . . . . . . . . . . . . F 7A-1-1
Contingency Torque Available . . . . . . 7A-2-1, F 7A-2-1
Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7A-2-3
EAPS Installed . . . . . . . . . . . . . . . . . . . . . . . . . . 7A-2-4
Use of Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7A-2-2
Maximum Torque Available
(10-Minute Operation) . . . . . . . . . . . 7A-3-1, F 7A-3-1
Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7A-3-4
Use of Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7A-3-2
Intermediate Torque Available
(30-Minute Operation) . . . . . . . . . . . 7A-3-5, F 7A-3-2
Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7A-3-7
EAPS Installed . . . . . . . . . . . . . . . . . . . . . . . . . . 7A-3-8
Index-13
TM 1-1520-240-10
Subject Paragraph, Figure, Subject Paragraph, Figure,
Table Number Table Number
Use of Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7A-3-6 100% Rotor RPM, 10° AND 20°C,
Continuous Torque Available . . . . . . . 7A-4-1, F 7A-4-1 4,000 Feet . . . . . . . . . . . . . . . . . . . . . . . F 7A-7-23
Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7A-4-3 100% Rotor RPM, 30° AND 40°C,
EAPS Installed . . . . . . . . . . . . . . . . . . . . . . . . . . 7A-4-4 4,000 Feet . . . . . . . . . . . . . . . . . . . . . . . F 7A-7-24
Use of Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7A-4-2 100% Rotor RPM, 50°C, 4,000 Feet . . F 7A-7-25
Hover Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F 7A-5-1 98 and 100% Rotor RPM, –50°C,
Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7A-5-3 6,000 Feet . . . . . . . . . . . . . . . . . . . . . . . F 7A-7-26
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 7A-5-1 98 and 100% Rotor RPM, –40°C,
Use of Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7A-5-2 6,000 Feet . . . . . . . . . . . . . . . . . . . . . . . F 7A-7-27
Hover Ceiling . . . . . . . . . . . . . . . . . . . . . . . . . . . . F 7A-5-2 98 and 100% Rotor RPM, –30°C,
Takeoff Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . F 7A-6-1 6,000Feet . . . . . . . . . . . . . . . . . . . . . . . . F 7A-7-28
Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7A-6-3 98 and 100% Rotor RPM, –20°C,
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 7A-6-1 6,000 Feet . . . . . . . . . . . . . . . . . . . . . . . F 7A-7-29
Use of Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7A-6-2 100% Rotor RPM, –10° AND 0°C,
Cruise Charts 6,000 Feet . . . . . . . . . . . . . . . . . . . . . . . F 7A-7-30
Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7A-7-3 100% Rotor RPM, 10° AND 20°C,
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 7A-7-1 6,000 Feet . . . . . . . . . . . . . . . . . . . . . . . F 7A-7-31
EAPS Penalty Table . . . . . . . . . . . . . . . . . . . T 7A-7-1 100% Rotor RPM, 30° AND 40°C,
Example Cruise Chart . . . . . . . . . . . . . . . . . . F 7A-7-1 6,000 Feet . . . . . . . . . . . . . . . . . . . . . . . F 7A-7-32
Performance Penalties with EAPS . . . . . . . . . 7A-7-4 100% Rotor RPM, 50°C, 6,000 Feet . . F 7A-7-33
Use of Charts . . . . . . . . . . . . . . . . . . . . . . . . . . . 7A-7-2 98 and 100% Rotor RPM, –50°C,
98 and 100% Rotor RPM, –50°C, 8,000 Feet . . . . . . . . . . . . . . . . . . . . . . . F 7A-7-34
Sea Level . . . . . . . . . . . . . . . . . . . . . . . . . . F 7A-7-2 98 and 100% Rotor RPM, –40°C,
98 and 100% Rotor RPM, –40°C, 8,000 Feet . . . . . . . . . . . . . . . . . . . . . . . F 7A-7-35
Sea Level . . . . . . . . . . . . . . . . . . . . . . . . . . F 7A-7-3 98 and 100% Rotor RPM, –30°C,
98 and 100% Rotor RPM, –30°C, 8,000Feet . . . . . . . . . . . . . . . . . . . . . . . . F 7A-7-36
Sea Level . . . . . . . . . . . . . . . . . . . . . . . . . . F 7A-7-4 98 and 100% Rotor RPM, –20°C,
98 and 100% Rotor RPM, –20°C, 8,000 Feet . . . . . . . . . . . . . . . . . . . . . . . F 7A-7-37
Sea Level . . . . . . . . . . . . . . . . . . . . . . . . . . F 7A-7-5 100% Rotor RPM, –10° AND 0°C,
100% ROTOR RPM, –10° AND 0°C 8,000 Feet . . . . . . . . . . . . . . . . . . . . . . . F 7A-7-38
Sea Level . . . . . . . . . . . . . . . . . . . . . . . . . . F 7A-7-6
100% Rotor RPM, 10° AND 20°C,
100% ROTOR RPM, 10° AND 20°C
Sea Level . . . . . . . . . . . . . . . . . . . . . . . . . . F 7A-7-7 8,000 Feet . . . . . . . . . . . . . . . . . . . . . . . F 7A-7-39
100% ROTOR RPM, 30° AND 40°C 100% Rotor RPM, 30° AND 40°C,
Sea Level . . . . . . . . . . . . . . . . . . . . . . . . . . F 7A-7-8 8,000 Feet . . . . . . . . . . . . . . . . . . . . . . . F 7A-7-40
100% ROTOR RPM, 50°C Sea Level . . . F 7A-7-9 100% Rotor RPM, 50°C, 8,000 Feet . . F 7A-7-41
98 and 100% Rotor RPM, –50°C, 98 and 100% Rotor RPM, –50°C,
2,000 Feet . . . . . . . . . . . . . . . . . . . . . . . F 7A-7-10 10,000 Feet . . . . . . . . . . . . . . . . . . . . . . F 7A-7-42
98 and 100% Rotor RPM, –40°C, 98 and 100% Rotor RPM, –40°C,
2,000 Feet . . . . . . . . . . . . . . . . . . . . . . . . F 7A-7-11 10,000 Feet . . . . . . . . . . . . . . . . . . . . . . . F 7A-7-43
98 and 100% Rotor RPM, –30°C, 98 and 100% Rotor RPM, –30°C,
2,000Feet . . . . . . . . . . . . . . . . . . . . . . . . F 7A-7-12 10,000Feet . . . . . . . . . . . . . . . . . . . . . . . F 7A-7-44
98 and 100% Rotor RPM, –20°C, 98 and 100% Rotor RPM, –20°C,
2,000 Feet . . . . . . . . . . . . . . . . . . . . . . . F 7A-7-13 10,000 Feet . . . . . . . . . . . . . . . . . . . . . . F 7A-7-45
100% Rotor RPM, –10° AND 0°C, 100% Rotor RPM, –10° AND 0°C,
2,000 Feet . . . . . . . . . . . . . . . . . . . . . . . F 7A-7-14 10,000 Feet . . . . . . . . . . . . . . . . . . . . . . F 7A-7-46
100% Rotor RPM, 10° AND 20°C, 100% Rotor RPM, 10° AND 20°C,
2,000 Feet . . . . . . . . . . . . . . . . . . . . . . . F 7A-7-15 10,000 Feet . . . . . . . . . . . . . . . . . . . . . . F 7A-7-47
100% Rotor RPM, 30° AND 40°C, 100% Rotor RPM, 30° AND 40°C,
2,000 Feet . . . . . . . . . . . . . . . . . . . . . . . F 7A-7-16 10,000 Feet . . . . . . . . . . . . . . . . . . . . . . F 7A-7-48
100% Rotor RPM, 50°C, 2,000 Feet . . F 7A-7-17 100% Rotor RPM, 50°C, 10,000 Feet . F 7A-7-49
98 and 100% Rotor RPM, –50°C, 98 and 100% Rotor RPM, –50°C,
4,000 Feet . . . . . . . . . . . . . . . . . . . . . . . F 7A-7-18 12,000 Feet . . . . . . . . . . . . . . . . . . . . . . F 7A-7-50
98 and 100% Rotor RPM, –40°C, 98 and 100% Rotor RPM, –40°C,
4,000 Feet . . . . . . . . . . . . . . . . . . . . . . . F 7A-7-19 12,000 Feet . . . . . . . . . . . . . . . . . . . . . . F 7A-7-51
98 and 100% Rotor RPM, –30°C, 98 and 100% Rotor RPM, –30°C,
4,000 Feet . . . . . . . . . . . . . . . . . . . . . . . F 7A-7-20 12,000Feet . . . . . . . . . . . . . . . . . . . . . . . F 7A-7-52
98 and 100% Rotor RPM, –20°C, 98 and 100% Rotor RPM, –20°C,
4,000 Feet . . . . . . . . . . . . . . . . . . . . . . . F 7A-7-21 12,000 Feet . . . . . . . . . . . . . . . . . . . . . . F 7A-7-53
100% Rotor RPM, –10° AND 0°C, 100% Rotor RPM, –10° AND 0°C,
4,000 Feet . . . . . . . . . . . . . . . . . . . . . . . F 7A-7-22 12,000 Feet . . . . . . . . . . . . . . . . . . . . . . F 7A-7-54

Index-14

Subject Paragraph, Figure,
Table Number
100% Rotor RPM, 10° AND 20°C,
12,000 Feet . . . . . . . . . . . . . . . . . . . . . . F 7A-7-55
100% Rotor RPM, 30° AND 40°C,
12,000 Feet . . . . . . . . . . . . . . . . . . . . . . F 7A-7-56
100% Rotor RPM, 50°C, 12,000 Feet . F 7A-7-57
98 and 100% Rotor RPM, –50°C,
14,000 Feet . . . . . . . . . . . . . . . . . . . . . . F 7A-7-58
98 and 100% Rotor RPM, –40°C,
14,000 Feet . . . . . . . . . . . . . . . . . . . . . . F 7A-7-59
98 and 100% Rotor RPM, –30°C,
14,000Feet . . . . . . . . . . . . . . . . . . . . . . . F 7A-7-60
98 and 100% Rotor RPM, –20°C,
14,000 Feet . . . . . . . . . . . . . . . . . . . . . . F 7A-7-61
100% Rotor RPM, –10° AND 0°C,
14,000 Feet . . . . . . . . . . . . . . . . . . . . . . F 7A-7-62
100% Rotor RPM, 10° AND 20°C,
14,000 Feet . . . . . . . . . . . . . . . . . . . . . . F 7A-7-63
100% Rotor RPM, 30° AND 40°C,
14,000 Feet . . . . . . . . . . . . . . . . . . . . . . F 7A-7-64
100% Rotor RPM, 50°C, 14,000 Feet . F 7A-7-65
98 and 100% Rotor RPM, –50°C,
16,000 Feet . . . . . . . . . . . . . . . . . . . . . . F 7A-7-66
98 and 100% Rotor RPM, –40°C,
16,000 Feet . . . . . . . . . . . . . . . . . . . . . . F 7A-7-67
98 and 100% Rotor RPM, –30°C,
16,000Feet . . . . . . . . . . . . . . . . . . . . . . . F 7A-7-68
98 and 100% Rotor RPM, –20°C,
16,000 Feet . . . . . . . . . . . . . . . . . . . . . . F 7A-7-69
100% Rotor RPM, –10° AND 0°C,
16,000 Feet . . . . . . . . . . . . . . . . . . . . . . F 7A-7-70
100% Rotor RPM, 10° AND 20°C,
16,000 Feet . . . . . . . . . . . . . . . . . . . . . . F 7A-7-71
100% Rotor RPM, 30° AND 40°C,
16,000 Feet . . . . . . . . . . . . . . . . . . . . . . F 7A-7-72
98 and 100% Rotor RPM, –50°C,
18,000 Feet . . . . . . . . . . . . . . . . . . . . . . F 7A-7-73
98 and 100% Rotor RPM, –40°C,
18,000 Feet . . . . . . . . . . . . . . . . . . . . . . F 7A-7-74
98 and 100% Rotor RPM, –30°C,
18,000Feet . . . . . . . . . . . . . . . . . . . . . . . F 7A-7-75
98 and 100% Rotor RPM, –20°C,
18,000 Feet . . . . . . . . . . . . . . . . . . . . . . F 7A-7-76
100% Rotor RPM, –10° AND 0°C,
18,000 Feet . . . . . . . . . . . . . . . . . . . . . . F 7A-7-77
100% Rotor RPM, 10° AND 20°C,
18,000 Feet . . . . . . . . . . . . . . . . . . . . . . . . F 7A-7-8
98 and 100% Rotor RPM, –50°C,
20,000 Feet . . . . . . . . . . . . . . . . . . . . . . F 7A-7-79
98 and 100% Rotor RPM, –40°C,
20,000 Feet . . . . . . . . . . . . . . . . . . . . . . F 7A-7-80
98 and 100% Rotor RPM, –30°C,
20,000Feet . . . . . . . . . . . . . . . . . . . . . . . F 7A-7-81
98 and 100% Rotor RPM, –20°C,
20,000 Feet . . . . . . . . . . . . . . . . . . . . . . F 7A-7-82
100% Rotor RPM, –10° AND 0°C,
20,000 Feet . . . . . . . . . . . . . . . . . . . . . . F 7A-7-83
100% Rotor RPM, 10° AND 20°C,
20,000 Feet . . . . . . . . . . . . . . . . . . . . . . F 7A-7-84
Climb – Descent Chart . . . . . . . . . . . . . . . . . . . F 7A-9-1
Climb Performance . . . . . . . . . . . . . . . . . . . F 7A-9-2
TM 1-1520-240-10
Subject Paragraph, Figure,
Table Number
Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7A-9-3
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . 7A-9-1
Use of Charts . . . . . . . . . . . . . . . . . . . . . . . . . 7A-9-2
FUEL FLOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . 7A-10-3
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . 7A-10-1
Idle Fuel Flow Chart . . . . . . . . . . . . . . . . F 7A-10-1
Single Engine Fuel Flow Chart . . . . . . . F 7A-10-2
Use of Chart . . . . . . . . . . . . . . . . . . . . . . . . . 7A-10-2
AIRSPEED CALIBRATION
Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . 7A-11-3
Description . . . . . . . . . . . . . . . . . . . . . . . . . . 7A-11-1
Airspeed Calibration Chart . . . . . . . . . . . . F 7A-11-1
Use of Chart . . . . . . . . . . . . . . . . . . . . . . . . . 7A-11-2
PERSONNEL
Personnel Loading and Unloading . . . . . . . . . . . . . 6-4-1
Personnel Moments . . . . . . . . . . . . . . . . . . . . F 6-4-1
Personnel Weight Computation . . . . . . . . . . . . 6-4-2
Seat and Litter Arrangement Data . . . . . . . . T 6-4-
Seating Arrangement . . . . . . . . . . . . . . . . . . . . 6-4-3
Troop Commander’s Jump Seat . . . . . . . . . . . 6-4-8
Troop Loading . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-4-7
Troop Seats . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-4-4
Troop Seats Installation . . . . . . . . . . 6-4-5, F 6-4-4
Troop Seats and Litters . . . . . . . . . . . . . . . . . F 6-4-3
Troop Seat Stowage . . . . . . . . . . . . . . . . . . . . . 6-4-6
Personnel/Cargo Doors . . . . . . . . . . . . . . . . . . . . 2-1-12
Cargo Door and Ramp . . . . . . . . . . . . . . . . . . 2-1-14
Main Cabin Door . . . . . . . . . . . . . . . . . . . . . . . 2-1-13
Pilot and Copilot Sliding Windows . . . . . . . . . 2-1-15
Pilot Assist Straps . . . . . . . . . . . . . . . . . . . . . . . . . . 2-9-18
Pilot Instrument Panel (Typical) 712 . . . . . . . . F 2-1-9
Pilot Instrument Panel (Typical) 714A . . . . . . F 2-1-13
Pilot and Copilot Instrument Panel Lights . . . . 2-13-12
Pilot and Copilot Sliding Windows . . . . . . . . . . . 2-1-15
Pilot and Copilot Utility Lights . . . . . . . . . . . . . . 2-13-20
PLT and CPLT INST Switches . . . . . . . . . . . . . 2-13-13
Position Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-13-1
POSN Light Switch . . . . . . . . . . . . . . . . . . . . . . . . . 2-13-2
Power Assurance Test Switch 714A . . . . . . . . . 2-3-39
Power Distribution Panel (Typical) 712 . . . . . . F FO-2
Power Distribution Panels (Typical) 714A . . . . F FO-5
POWER LIMITS
712 Emergency Power . . . . . . . . . . . . . . . . . . 5-3-2
714A Contingency Power . . . . . . . . . . . . . . . . 5-3-3
Engine Rating and Power Level Limits . . . . . . 5-3-1
712 Engine Limitations . . . . . . . . . . . . . . . . . . 5-3-4
714A Engine Limitations . . . . . . . . . . . . . . . . . 5-3-5
712 Engine Temperature Limitations . . . . . . 5-3-6
714A Engine Temperature
(PTIT) Limitations . . . . . . . . . . . . . . . . . . . . . . 5-3-7
Fuel Limitations . . . . . . . . . . . . . . . . . . . . . . . . . 5-3-8
712 Operational PTIT Limits . . . . . . . . . . . F 5-3-1
Transmission Torque Limitations
(Steady State) . . . . . . . . . . . . . . . . . . . . . . . . . 5-3-9
POWER TRAIN SYSTEM
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-7-1
Transmission Lubrication Systems . . . . . . . . . 2-7-2
Index-15
TM 1-1520-240-10
Subject Paragraph, Figure,
Table Number
Power Turbine Inlet Temperature Indicators . . . 2-3-20
Preflight Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-2-5
Before Exterior Check . . . . . . . . . . . . . . . . . . . . 8-2-6
EXTERIOR CHECK . . . . . . . . . . . . . . . . . . . . . 8-2-10
Aft Cabin . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-2-11
Forward Cabin . . . . . . . . . . . . . . . . . . . . . . . 8-2-14
Left Cabin . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-2-14
Right Cabin . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1-12
Top of Fuselage . . . . . . . . . . . . . . . . . . . . . . 8-2-15
Walk Around Check and Security Brief . . . 8-2-16
INTERIOR CHECK . . . . . . . . . . . . . . . . . . . . . . 8-2-7
Aft Cabin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-2-9
Forward Cabin . . . . . . . . . . . . . . . . . . . . . . . . 8-2-8
Before Starting Engines . . . . . . . . . . . . . . . 8-2-17
Starting Engines . . . . . . . . . . . . . . . . . . . . . . 8-2-18
Engine Ground Operation . . . . . . . . . . . . . . . 8-24
Before Taxi . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-2-20
Taxiing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-2-21
Before Hover . . . . . . . . . . . . . . . . . . . . . . . . . 8-2-22
Hover Check . . . . . . . . . . . . . . . . . . . . . . . . . 8-2-23
Before Takeoff . . . . . . . . . . . . . . . . . . . . . . . . 8-2-24
Preparation of General Cargo . . . . . . . . . . . . . 6-6–33
Cargo Center of Gravity . . . . . . . . . . . . . . 6-6--36
Cargo Dimensions . . . . . . . . . . . . . . . . . . . 6-6--34
Cargo Weight . . . . . . . . . . . . . . . . . . . . . . . 6-6--35
Hazardous Cargo . . . . . . . . . . . . . . . . . . . . 6-6--38
Vehicle Load . . . . . . . . . . . . . . . . . . . . . . . . 6-6--37
Pressure Actuated Valve . . . . . . . . . . . . . . . . . . . . . 6-
Pressure Refueling Station . . . . . . . . . . . . . . . F 2-4-6
Pressure Refueling System . . . . . . . . . . . . . . . 2-4-10
Controls and Indicators . . . . . . . . . . . . . . . . 2-4-11
FUEL CELL SHUTOFF VALVE
TEST Switches . . . . . . . . . . . . . . . . . . . . . . 2-4-15
Fuel Quantity Indicator and Selector . . . . . F 2-32
Pressure Refueling Station . . . . . . 2-4-10,F 2-34
PWR Control Switch . . . . . . . . . . . . . . . . . . 2-4-12
REFUEL STA Switch . . . . . . . . . . . . . . . . . . 2-4-13
REFUEL VALVE POSN Indicating Lights . 2-4-16
Principal Dimensions Diagram . . . . . . . . . . . . . F 2-1-2
Protective Covers . . . . . . . . . . . . . . 2-15-24, F 2-15-4
EAPS Protective Covers . . . . . . . . . . . . . F 2-15-5
PWR Control Switch . . . . . . . . . . . . . . . . . . . . . . 2-4-12
PWR XFER Switches . . . . . . . . . . . . . . . . . . . . . . 2-6-5
R S
RAMP PWR Switch . . . . . . . . . . . . . . . . . . . . . . . 2-6-6
Radar Altimeter (AN/APN-209A) . . . . . . . . . . . 2-14-9
Radar Altimeter (AN/APN-209) . . . . . . . . . . F 2-14-3
Radar Altimeter (AN/APN-209 (V)) Altitude Voice
Warning System (AVWS) . . . . . . . . . . . . . 2-14-12
Controls and Functions, Radar Altimeter
(AN/APN-209(V)) (AVWS) . . . . . . . . . . . . 2-14-13
Controls and Functions, Radar Altimeter
(AN/APN-209A) . . . . . . . . . . . . . . . . . . . . . 2-14-10
Normal Operation - Radar Altimeter
(AN/APN-209A) . . . . . . . . . . . . . . . . . . . . . . 2-14-11
Normal Operation - Radar Altimeter
(AN/APN-209 (V)) . . . . . . . . . . . . . . . . . . . 2-14-14
Controls And Function, Radar Signal
Detecting Set Indicator . . . . . . . . . . . . . . . . . . 4-1-2
Radar Signal Detecting, AN/APR-39(V)1 . . . . 4-1-1
Index-16
Subject Paragraph, Figure,
Table Number
Controls and Function, Radar Signal
Detecting Set Control . . . . . . . . . . . . 4-1-3, F4-1-2
Normal Operation – Radar Signal
Detecting Set . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1-4
Radar Signal Detecting Set Indicator . . . . . F 4-1-1
Radar Signal Detecting Set
(OFP AND EID VERSION DISPLAY) . . . . F 4-1-3
Radar Signal Detecting Set Indicator
Self Test Displays . . . . . . . . . . . . . . . . . . . . F 4-1-4
Rain . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
RAMP EMER Control Switch . . . . . . . . . . . . . . . 2-6-8
Ramp Emergency Control . . . . . . . . . . . . . . . . 6-6–31
Ramp Operation . . . . . . . . . . . . . . . . . . . . . . . . 6-6-28
In–Flight Operation . . . . . . . . . . . . . . . . . . . . 6-6–30
Manual Operation – Cargo Door . . . . . . . . . 6-6–32
Pressure Actuated Valve . . . . . . . . . . . . . . . . . 6-6-25
Ramp Controls . . . . . . . . . . . . . . . . . . . . . . . . F 6-6-8
Ramp Control Sequence Valve . . . . . . . . . . 6-6–24
Ramp Control Valve . . . . . . . . . . . . . . . . . . . . . 6-6-23
RAMP PWR Switch . . . . . . . . . . . . . . . . . . . . . . . . . 2-6-6
RECT OFF Cautions . . . . . . . . . . . . . . . . . . . . . . . 2-11-8
REFUEL VALVE POSN Indicating Lights . . . . . 2-4-16
REFUEL STA Switch . . . . . . . . . . . . . . . . . . . . . 2-4-13
Restraint . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-6-41
Restraint Criteria . . . . . . . . . . . . . . . . . . . . . . 6-6--48
Restraint Devices . . . . . . . . . . . . . . . . . . . . . . 6-6--49
Restraint System Limits . . . . . . . . . . . . . . . . 6-6--64
Reversionary System 714A . . . . . . . . . . . . . . . . 2-3-30
714A Reversionary System Failures . . . . . . . 9-1-21
714A REV 1 and /or REV 2 (WITH)
ASSOCIATED FADEC LIGHT ON . . . . . . . . . 9-1-23
714A REV 1 And /Or REV 2 (WITH)
ASSOCIATED FADEC LIGHTS ON . . . . . . . . . 9-1-24
714A REV 1 and /or REV 2 (WITHOUT)
ASSOCIATED FADEC LIGHT ON . . . . . . . . . 9-1-22
ROTOR SYSTEM
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-8-1
Rotor Blades . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-8-2
Rotor Blade Start–Up & Shut
Down Limits . . . . . . . . . . . . . . . . . . . . . . . . . F 5-7-1
Rotor Tachometers . . . . . . . . . . . . . . . . . . . . . . 2-8-3
Running Landing to Water . . . . . . . . . . . . . . . . . . 8-2-34
Salt Water Operation . . . . . . . . . . . . . . . . . . . . . 8-4-39
After Flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8–4-42
Hovering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-4-41
Power Deterioration . . . . . . . . . . . . . . . . . . . . . 8-4-40
SEARCH LIGHT Position Switch . . . . . . . . . . . 2-13-9
Sea State Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-8-3
Seats . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1-16
Armored Seats . . . . . . . . . . . . . . . . 2-1-20, F 2-1-15
Seat Fore and Aft Lever . . . . . . . . . . . . . . . . . 2-1-17
Seat Rotation Lever . . . . . . . . . . . . . . . . . . . . . 2-1-19
Seat Vertical Lever . . . . . . . . . . . . . . . . . . . . . . 2-1-18
Shoulder Harness Inertia
Reel Lock Lever . . . . . . . . . . . . . . . . . . . . . . . 2-1-21
Seat and Litter Arrangement Data . . . . . . . . . . T 6-4-1
Seating Arrangement . . . . . . . . . . . . . . . . . . . . . . 6-4-3
Securing Cargo . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-6-47

Subject Paragraph, Figure,
Table Number
Calculation of Tiedown Devices Required . . 6-6-50
Restraint Criteria . . . . . . . . . . . . . . . . . . . . . . . . 6-72
Restraint Devices . . . . . . . . . . . . . . . . . . . . . . . . 6-73
Self–Tuning Dynamic Absorbers . . . . . . . . . . . . 2-1-22
Sequence Valve Operation . . . . . . . . . . . . . . . F 6-6–9
Series and Effectivity Codes . . . . . . . . . . . . . . . . 1-1-14
SERVICING, PARKING AND MOORING
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-15-1
Ground Handling (Towing) . . . . . . . . . . . . . 2-15-21
Mooring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-15-23
Parking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-15-22
Helicopter Security (Typical) . . . . . . . . . . . 2-15-25
Installation of Helicopter Security
Devices (Typical) . . . . . . . . . . . . . . . . . F 2-15-6
Protective Covers . . . . . . . . 2-15-23, F 2-15-4
EAPS Protective Covers . . . . . . . . F 2-15-5
Servicing . . . . . . . . . . . . . . . . . . . 2-15-2, T 2-15-1
Accumulators Precharge Limits . . . . F 2-15-3
APU Oil System . . . . . . . . . . . . . . . . . . 2-15-14
Equivalent Oils and Hydraulic Fluids T2-15-2
ERFS II Refueling . . . . . . . . . . . . . . . . . . 2-15-9
ERFS Refueling and Fuel Transfer . . . 2-15-8
Fuel Tanks Servicing . . . . . . . . . . . . . . . 2-15-5
Fuel Transfer . . . . . . . . . . . . . . . . . . . . 2-15-12
Gravity Refueling . . . . . . . . . . . 2-15-7, 2-15-11
Hydraulic Systems Accumulator
Precharge . . . . . . . . . . . . . . . . . . . . . . 2-15-18
Hydraulic Systems Fluid Servicing . . 2-15-17
Hydraulic Systems Servicing . . . . . . . 2-15-16
JP-4 Equivalent Fuel . . . . . . . . . . . . . T 2-15-3
JP-5 and JP-8 Equivalent Fuel . . . . . T 2-15-4
No Step, No Handhold and Walkway . . . . . . .
Areas . . . . . . . . . . . . . . . . . . . . . . . . . . F 2-15-1
Servicing Diagram . . . . . . . . . . . . . . . . F 2-15-2
Single-Point
Pressure Refueling . . . . . . . . . 2-15-6, 2-15-10
Transmission Oil System . . . . . . . . . . 2-15-15
Use of Fuel . . . . . . . . . . . . . . . . . . . . . . . . 2-15-4
Utility System Accumulators . . . . . . . 2-15-20
Shoulder Harness
Inertia Reel Lock Lever . . . . . . . . . . . . . . 2-1-21
Single-Engine Failure . . . . . . . . . . . . . . . . . 9-1-11
Single-Engine Failure – Low
Altitude/Low Airspeed and Cruise . . . . . 9-1-13
712 Single-Engine Service Ceiling . . . . F 9-1-3
714A Single-Engine Service
Ceiling . . . . . . . . . . . . . . . . . . . . . . F 9-1-5, F 9-6
Slingload . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-32
SLT-FIL Switch . . . . . . . . . . . . . . . . . . . . . . . 2-13-8
Spare Lamp Stowage Box . . . . . . . . . . . . . 2-9-12
Speed Governing . . . . . . . . . . . . . . . . . . . . . . 2-40
SRCHLT CONTR Switch . . . . . . . . . . . . . . . . . . . .
Starting in Primary Mode 714A . . . . . . . . 2-3-35
Static Line Anchor Cable . . . . . . . . . . . . . . 6-4-14
Static Line Retriever System . . . . . . . . . F 4-3-11
Static Line Retriever . . . . . . . . . . . . . . . . . . . 4-3-6
Steering and Swivel Lock System . . . . . . . 2-1-5
Steering Control Panel . . . . . . . 2-1-6, F 2-1-4
Stowage Locations . . . . . . . . . . . . . . . . . . . . F 6-18
TM 1-1520-240-10
Subject Paragraph, Figure,
Table Number
SYSTEM LIMITS
Inoperative Cruise Guide Indicator . . . . 5-2-5
Instrument Glass Alignment . . . . . . . . . . 5-2-3
Instrument Marking Color Codes . . . . . . 5-2-2
Instrument Markings . . . . . . . . . 5-2-1, F 5-2-1
Rotor Limitations . . . . . . . . . . . . . . . . . . . . 5-2-4
Starting and Shutdown Limits . . . . . . . . . 5-2-6
T
Takeoff Chart . . . . . . . . . . . . . . F 7-6-1, F 7A-6-1
Conditions . . . . . . . . . . . . . . . . . . 7-6-3, 7A-6-3
Description . . . . . . . . . . . . . . . . . . 7-6-1, 7A-6-1
Use of Chart . . . . . . . . . . . . . . . . . 7-6-2, 7A-6-2
Taxi Director and Blade Watcher
Positions . . . . . . . . . . . . . . . . . . . . . . . . . . . . F 8-1
THRUST CONT Lever . . . . . . . . . . . . . . . . . 2-5-2
Thrust Control Lever . . . . . . . . . . . 2-5-1, F 2-5-1
Thunderstorm Operation . . . . . . . . . . . . . . . 5-7-4
Tiedown Fittings . . . . . . . . . . . . . . 6-6-15, F 6-6-3
Five Thousand-Pound Capacity
Tiedown Fittings . . . . . . . . . . . . . . . . . . . 6-6-16
Ten Thousand-Pound Capacity
Tiedown Fittings . . . . . . . . . . . . . . . . . . 6-6-17
Tiedown Methods . . . . . . . . . . . . . . 6-6--51, 6–75
Bulk Cargo Tiedown . . . . . . . . . . . . . . 6-6--53
General Cargo Tiedown . . . . . . . . . . 6-6--54
Vehicle Tiedown . . . . . . . . . . . . . . . . . 6-6--52
463 L Pallet/Extended Range Fuel
System (ERFS) . . . . . . . . . . . . . . . . . 6-6--55
712 Torque Measuring System
Malfunctions . . . . . . . . . . . . . . . . . . . . . . . . . 9-1-39
714A Torque Measuring System
Malfunctions . . . . . . . . . . . . . . . . . . . . . . . . 9-1-40
Torquemeter . . . . . . . . . . . . . . . . . . . . . . . . . 2-3-19
Transmission Lubrication Systems . . . . . . . 2-7-2
Aft Transmission . . . . . . . . . . . . . . . . . . . 2-7-4
Combining and Engine Transmission
Lubrication Systems . . . . . . . . . . . . . . 2-7-5
Forward Transmission . . . . . . . . . . . . . . 2-7-3
Transmission Chip Detectors . . . . . . . 2-7-11
Transmission Chip Detectors Fuzz
Burn-Off . . . . . . . . . . . . . . . . . . . . . . . . 2-7-12
Transmission Main Oil Pressure
Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . 2-7-6
Transmission Main Oil Pressure
Selector Switch . . . . . . . . . . . . . . . . . . . 2-7-7
Transmission Main Oil Pressure
and Selector Switch . . . . . . . . . . . . . F 2-7-1
Transmission Main Oil Temperature
Indicator . . . . . . . . . . . . . . . . . . . . . . . . . 2-7-8
Transmission Main Oil Temperature
Selector Switch . . . . . . . . . . . . . . . . . . . 2-7-9
Transmission Main Oil Temperature
Switch and Indicator . . . . . . . . . . F 2-7-2
Transmission Oil Cautions . . . . . . . . . 2-7-10
Transmission Torque Limitations
(Steady State) . . . . . . . . . . . . . . . . . . . . . . . . 5-3-9
Transponder System (AN/APX-100) . . . . . . 3-4-1
AN/APX-100 Control Panel . . . . . . . . F 3-4-1
Index-17
TM 1-1520-240-10
Subject Paragraph, Figure,
Table Number
Controls and Function, Transponder
Control (RT-1285/APX-100)
(RT-1558/APX-100) . . . . . . . . . . . . 3-4-2
Normal Operation – Transponder
System . . . . . . . . . . . . . . . . . . . . . . . . . 3-4-3
Triple Cargo Hook System . . . . . . . . . . . . . . 4-3-7
Center Cargo Hook . . . . . . . . . . . . . . . . 4-3-8
Center Cargo Hook and Cargo Hook
Release . . . . . . . . . . . . . . . . . . . . F 4-3-13
Center Cargo Hook Loading Pole
(Typical) . . . . . . . . . . . . . . . . . . . . F 4-3-12
Center Cargo Hook Loading Pole . . 4-3-9
Cargo Hook Cautions . . . . . . . . . . . . . 4-3-13
Cargo Hook Controls . . . . . . . . . . . . . . 4-3-11
Cargo Hooks Operational Check . . . . 4-3-16
Dual Hook Fault Caution . . . . . . . . . . . 4-3-15
Emergency Operation of Cargo Hooks . . . . .
Forward and Aft Cargo Hooks . . . . F 4-3-14
Hook Loaded Advisory Lights . . . . . . 4-3-14
Manual Emergency Release Systems . . . . . .
Manual Release System . . . . . . . . . . . . 4-3-12
Normal Operation of Cargo Hooks . . . . 4-3-17
Troop Commander’s Jump Seat . . . . . . . . . 6-17
Troop Loading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Troop Seats . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-12
Troop Seat Installation . . . . . . . . . . . . . 6-13, F 6-6
Troop Seats and Litters . . . . . . . . . . . . . . . . . F 6-5
Troop Seat Stowage . . . . . . . . . . . . . . . . . . . 6-14
TROOP WARN Panel . . . . . . . . . . . . . . . . . . 2-2-8
Troop Warning Panel (Typical) . . . . . . . . . F 2-2-2
Turbulence And Thunderstorm Operation 8-4-27
Flight in Thunderstorms . . . . . . . . . . . 8-4-30
In Turbulent Air . . . . . . . . . . . . . . . . . . . 8-4-29
Prior to Entering Turbulent Air . . . . . . 8-4-28
Turn and Slip Indicator (4-Minute Type) 2-14-18
Turning Radii . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
U (AN/ARN-123) . . . . . . . . . . . . . . . . . . . . 3-3-1,
UHF-AM Have Quick II Radio
(AN/ARC-164) . . . . . . . . . . . . . . . . 3-2-4, F 3-2-4
Anti-Jam Mode . . . . . . . . . . . . . . . . . . . . . 3-2-5
Conferencing . . . . . . . . . . . . . . . . . . . . . 3-2-9
Net Number . . . . . . . . . . . . . . . . . . . . . . 3-2-8
Net Selection . . . . . . . . . . . . . . . . . . . T 3-2-2
Net Type, Quantity, and
Frequency Range . . . . . . . . . . . . . . T 3-2-3
Time-of-Day . . . . . . . . . . . . . . . . . . . . . . 3-2-7
Word-of -Day . . . . . . . . . . . . . . . . . . . . . 3-2-6
Anti-Jam Operation – UH-AM
Have Quick II Radio . . . . . . . . . . . . . . . 3-2-12
Controls and Function, UHF-AM Have
Quick II Radio (AN/ARC-164) 3-2-10, F 3-4
Have Quick II Additional Functions
Frequency and Use . . . . . . . . . . . . . . T 3-2-1
Normal operation – UHF-AM
Have Quick II Radio . . . . . . . . . . . . . . . 3-2-11
Use of Airspeed Limitations Chart . . . . . . . . 5-5-6
Use of Fuels . . . . . . . . . . . . . . . . . . . . . . . . . 2-15-4
Index-18
Subject Paragraph, Figure,
Table Number
Use of “Shall, Should, and May” . . . . . . . . 1-1-15
Utility System Accumulators . . . . . . . . . . . . 2-258
Utility System Hand Pump . . . . . . . . . . . . . 2-122
UTILITY SYSTEMS
AC Cabin Utility Receptacles . . . . . . . . 2-9-14
ANTI-ICE Panel . . . . . . . . . . . . . . . . . . . . . 2-9-2
Anti-Ice Panel . . . . . . . . . . . . . . . . . . . . F 2-9-1
Anti-Icing Systems . . . . . . . . . . . . . . . . . . 2-9-1
Ash Trays . . . . . . . . . . . . . . . . . . . . . . . . . 2-9-16
Cockpit Rearview Mirror . . . . . . . . . . . . . 2-9-11
Cockpit Utility Receptacles . . . . . . . . . . 2-9-13
Compass Correction Card Holder . . . 2–9-17
DC Cabin Utility Receptacles . . . . . . . . 2-9-15
MAINTENANCE PANEL . . . . . . . . . . . . . 2-9-3
Maintenance Panel . . . . . . . . . . . . . . . . F 2-9-2
ENGINE CHIP DETECTOR Section . 2-9-6
GROUND CONTACT Section . . . . . . 2-9-7
HYDRAULICS Section . . . . . . . . . . . . . 2-9-5
TRANSMISSION Section . . . . . . . . . . 2-9-4
Map and Data Case . . . . . . . . . . . . . . . . 2-9-10
Pilot Assist Straps . . . . . . . . . . . . . . . . . . 2-9-18
Spare Lamp Stowage Box . . . . . . . . . . . 2-9-12
Windshield Wipers . . . . . . . . . . . . . . . . . . 2-9-9
V
Vehicle Load . . . . . . . . . . . . . . . . . . . . . . . . . . 6-61
Vehicle Tiedown . . . . . . . . . . . . . . . . . . . . . . . . . . . .
VERTICAL SPEED indicator . . . . . . . . . 2-14-15
VHF AM/FM Radio Sets
(AN/ARC-186) . . . . . . . . . . . . . . . . . . . . . . . 3-2-13
Controls and Function, VHF AM/FM
Radio Set . . . . . . . . . . . . . . . . . . 3-2-14, F 3-5
Normal Operation – AM/FM
Radio Set . . . . . . . . . . . . . . . . . . . . . . . . 3-2-15
VHF NAVIGATION AND INSTRUMENT
LANDING SYSTEM
Controls and Function, VHF Navigation and
Instrument Landing System Set 3-3-3
Marker Beacon Indicator . . . . . . . . . . . T 3-3-1
OPERATION CHECK/SELF-TEST . . . . 3-3-2
Normal Operation – VHF Navigation and
Instrument Landing System . . . . . . . . . 3-3-4
VHF Navigation and Instrument Landing
System Control (AN/ARN-123) . . . . . F 3-3-1
VHFAM/FM Radio Set
(AN/ARC-186) . . . . . . . . . 3-2-13, F 3-2-5
VHF/FM Radio Set
(AN/ARC-201) . . . . . . . . . . . . 3-2-16, F 3-2-6
Controls and Function, VHF/FM
Radio Set . . . . . . . . . . . . . . . . . 3-2-17, F 3-6
Voice Security Equipment
TSEC/KY-58 . . . . . . . . . . . . . . . . . . . 3-2-18
Controls and Function . . 3-2-19, F 3-2-8
Normal Operation . . . . . . . . . . . . . 3-2-20
Remote Control Unit TSEC/KY-58
(Z-AHP) . . . . . . . . . . . . . . . . . . . . . F 3-2-7

Subject Paragraph, Figure,
Table Number
Remote Control Unit TSEC/KY-58
(Z-AHP) . . . . . . . . . . . . . . . . . . . . . F3-2-7
Voice Security Equipment
TSEC/KY-100 . . . . . . . . . . . . . . . . . . 3-2-25
Cipher/Plain Text Level
Modification . . . . . . . . . . . . . . . . . . 3-2-32
Controls, Indicators, Connectors and
Function (TSEC/KY-100–Z-AVH) . . . . .
. . . . . . . . . . . . . . . . . . . . . . 3-2-26, F 3-2-9
Display Annunciators/Fields
TSEC/KY-100 . . . . . . . 3-2-27, F 3-10
Key Loading Procedures . . . . . . . 3-2-29
LCD Display TSEC/KY-100
(Z-AVH) . . . . . . . . . . . . . . . . . . . . F 3-2-10
Off-Line Tests . . . . . . . . . . . . . . . . . 3-3-35
On-Line Mode Selection Menu . . 3-2-31
Remote Control Unit TSEC/KY-100 (Z-
AVH) . . . . . . . . . . . . . . . . . . . . . . . . F 3-2-9
Standard Operation . . . . . . . . . . . . 3-2-33
Troubleshooting . . . . . . . . . . . . . . . 3-2-34
Turn–On Procedure . . . . . . . . . . . 3-2-28
Zeroize Procedures . . . . . . . . . . . 3-2-30
W Winch/Hoist Control Grip . . . . . . . . . . . F 4-3-7
Warehouse Pallets . . . . . . . . . . . . . . . . . . . . 6-6-58
WATER OPERATION LIMITATIONS . . . . . . 5-8-1
Description of Sea States . . . . . . . . . . T 5-8-1
Gross Weight Limitations . . . . . . . . . . . . . 5-8-5
Landing Limitations . . . . . . . . . . . . . . . . . . 5-8-7
Night Operation on Water . . . . . . . . . . . . 5-8-2
Operation Time Limit . . . . . . . . . . . . . . . . 5-8-4
Rotor Starting and Shutdown
Limitations . . . . . . . . . . . . . . . . . . . . . . . . 5-8-8
Sea State Limits . . . . . . . . . . . . . . . . . . . . 5-8-3
Taxiing Limitations . . . . . . . . . . . . . . . . . . . 5-8-6
Water Landing Speed Limitations Up to
46,000 Pounds Gross Weight . . . . . . F 5-8-1
WEIGHT AND BALANCE
TM 1-1520-240-10
Subject Paragraph, Figure,
Table Number
DD Form 365-3 Chart C – Basic Weight and
Balance Record . . . . . . . . . . . . . . . . . . . . 6-2-1
DD Form 365-4 (Weight and Balance
Clearance Form F) . . . . . . . . . . . . . . 6-2-2
WEIGHT/BALANCE AND LOADING . . . . . . . . . .
Aircraft Compartment and Loading
Diagram . . . . . . . . . . . . . . . . . . . . . . . . F 6-1-1
Classification of Helicopter . . . . . . . . . . . 6-1-3
DD Form 365-3 Chart C – Basic Weight
and Balance Record . . . . . . . . . . . . . . . . 6-2-1
DD Form 365-4 (Weight and Balance
Clearance Form F) . . . . . . . . . . . . . . . . . 6-2-2
Helicopter Compartment and Loading
Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . 6-1-2
Purpose . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-1-1
Winch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-6--21
Static Line Retriever System . . . . . . . F 4-3-11
Static Line Retriever . . . . . . . . . . . . . . . . . 4-3-6
Winching Accessories . . . . . . . . . . . . . . . 4-3-4
Winch Capabilities . . . . . . . . . . . . . . . . F 4-3-2
Winch Controls . . . . . . . . . . . . . . . . . . . . . 4-3-2
Winch Operation . . . . . . . . . . . . . . . . . . . . 4-3-3
Winching Receptacle (Station 502) . . F 4-3-5
Winch/Hoist System . . . . . . . . . . . . . . . . . 4-3-1
Winching System . . . . . . . . . . . . . . . . . F 4-3-1
Winch/Rescue Hoist Limitations . . . . . . . 5-4-4
Windshield Heat 5-50
Windshield Wipers . . . . . . . . . . . . . . . . . . 2-9-9
Word-of-Day . . . . . . . . . . . . . . . . . . . . . . . . 3-2-6
X
XMSN AUX OIL PRESS Caution . . . . . 9-1-37
XMSN OIL HOT Caution . . . . . . . . . . . . 9-1-38
XMSN OIL PRESS Caution . . . . . . . . . . 9-1-35
XMSN OIL PRESS and XMSN AUX OIL
PRESS or XMSN CHIP Caution . . . . . . 9-1-36
Index-19/(Index-20 blank)
 TM 1-1520-240-10

By Order of the Secretary of the Army:

Official:

ERIC K. SHINSEKI
General, United States Army
Chief of Staff

JOEL B. HUDSON
Administrative Assistant to the
Secretary of the Army
0230912
 These are the instructions for sending an electronic 2028
The following format must be used if submitting an electronic 2028. The subject line must be
exactly the same and all fields must be included; however only the following fields are
mandatory: 1, 3, 4, 5, 6, 7, 8, 9, 10, 13, 15, 16, 17, and 27.
From: “Whomever” <whomever@wherever.army.mil>
To: 2028@redstone.army.mil
Subject: DA Form 2028
1. From: Joe Smith
2. Unit: home
3. Address: 4300 Park
4. City: Hometown
5. St: MO
6. Zip: 77777
7. Date Sent: 19–OCT–93
8. Pub no: 55–2840–229–23
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Operator’s Manual for Army CH-47D Helicopter
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blank forms. Additional blank sheets may be used if more space is needed.)

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PLUS EXTENSION

USAPA V3.01

RECOMMENDED CHANGES TO PUBLICATIONS AND
BLANK FORMS
For use of this form, see AR 25–30; the proponent agency is ODISC4.
Use Part II (reverse) for Repair Parts and Spe- DATE
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TYPED NAME, GRADE OR TITLE TELEPHONE EXCHANGE/AUTOVON, SIGNATURE

PLUS EXTENSION

USAPA V3.01
 The Metric System and Equivalents
Linear Measure
1 centimeter = 10 millimeters = .39 inch
1 decimeter = 10 centimeters = 3.94 inches
1 meter = 10 decimeters = 39.37 inches
1 dekameter = 10 meters = 32.8 feet
1 hectometer = 10 dekameters = 328.08 feet
1 kilometer = 10 hectometers = 3,280.8 feet
Weights
1 centigram = 10 milligrams = .15 grain
1 decigram = 10 centigrams = 1.54 grains
1 gram = 10 decigrams = .035 ounce
1 dekagram = 10 grams = .35 ounce
1 hectogram = 10 dekagrams = 3.52 ounces
1 kilogram = 10 hectograms = 2.2 pounds
1 quintal = 100 kilograms = 220.46 pounds
1 metric ton = 10 quintals = 1.1 short tons
Liquid Measure
1 centiliter = 10 milliliters = .34 fl. ounce
1 deciliter = 10 centiliters = 3.38 fl. ounces
1 liter = 10 deciliters = 33.81 fl. ounces
1 dekaliter = 10 liters = 2.64 gallons
1 hectoliter = 10 dekaliters = 26.42 gallons
1 kiloliter = 10 hectoliters = 264.18 gallons
Square Measure
1 sq. centimeter = 100 sq. millimeters = .155 sq. inch
1 sq. decimeter = 100 sq. centimeters = 15.5 sq. inches
1 sq. meter (centare) = 100 sq. decimeters = 10.76 sq. feet
1 sq. dekameter (are) = 100 sq. meters = 1,076.4 sq. feet
1 sq. hectometer (hectare) = 100 sq. dekameters = 2.47 acres
1 sq. kilometer = 100 sq. hectometers = .386 sq. mile
Cubic Measure
1 cu. centimeter = 1000 cu. millimeters = .06 cu. inch
1 cu. decimeter = 1000 cu. centimeters = 61.02 cu. inches
1 cu. meter = 1000 cu. decimeters = 35.31 feet

Approximate Conversion Factors

To change To Multiply by To change To Multiply by
inches centimeters 2.540 ounce–inches newton–meters .007062
feet meters .305 centimeters inches .394
yards meters .914 meters feet 3.280
miles kilometers 1.609 meters yards 1.094
square inches square centimeters 6.451 kilometers miles .621
square feet square meters .093 square centimeters square inches .155
square yards square meters .836 square meters square feet 10.764
square miles square kilometers 2.590 square meters square yards 1.196
acres square hectometers .405 square kilometers square miles .386
cubic feet cubic meters .028 square hectometers acres 2.471
cubic yards cubic meters .765 cubic meters cubic feet 35.315
fluid ounces milliliters 29.573 cubic meters cubic yards 1.308
pints liters .473 milliliters fluid ounces .034
quarts liters .946 liters pints 2.113
gallons liters 3.785 liters quarts 1.057
ounces grams 28.349 liters gallons .264
pounds kilograms .454 grams ounces .035
short tons metric tons .907 kilograms pounds 2.205
pound–feet newton–meters 1.356 metric tons short tons 1.102
pound–inches newton–meters .11296

Temperature (Exact)
_F Fahrenheit 5/9 (after Celsius _C
temperature subtracting 32) temperature
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